ロイドレジスターグループリミテッド（ロイド船級協会 ...Application: Seafarers working onboard (not relevant to ship type). While the requirements entered

RuleOutlook(Live) - Future Legislation

11 July 2012

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CONTENTS

Pages Contents 3

Criteria Used 3

Introduction 4

Future Legislation 35

Proposed Legislation 58

CRITERIA USEDShip Type ALL

Legislative Arena ALL

Legislative Status ALL

FAQ YES

RuleOutlook (Live) 11 July 2012 3 of 155

M A R I N E S E R V I C E S

INTRODUCTIONRuleOutlook(Live) is a service which provides information on regulatory environment affecting the maritime industry, including requirements from the IMO and IACS.

Please note that the RuleOutlook(Live) service ROL is offered in addition to our future legislation report, known as the Future IMO Legislation (FIL).

RuleOutlook(Live) consists of 3 main parts:Part 1 – Recently entered into forceThis part includes requirements that have recently entered into force however they are still in transition period due to their application formulation, for example – the AFS Convention, which entered into force on 17 September 2008: “All new ship types built on or after the date of entry into force, and existing ships built before the date of entry into force, at the next scheduled dry docking held on or after the date of entry into force, but within 3 years of this date”.

Part 2 – Future LegislationThis part includes requirements that have been adopted however have not yet entered into force but have entry into force date established by the IMO or IACS.

Part 3 – Proposed LegislationThis part covers legislation that is at the moment under discussion and has not been adopted. Therefore, no concrete entry into force date has been agreed for this legislation, or legislation that is adopted but the condition for entering into force is yet to be met.

If you have any queries regarding RuleOutlook Live, please contact:

Lloyd's Register Group External Affairs71 Fenchurch Street London EC3M 4BS Tel: +44 (0) 207 423 1957 Email: [email protected]: www.lr.org

The known amendments to the existing statutory regulations and instruments, mandatory under the conventions and codes include the major topics currently under discussion and development.

The contents of this document are generated based on the search criteria entered and does not necessarily include all known amendments except those that match the search criteria specified.

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Summary of MEPC Meeting Number



Summary of MSC Meeting Number



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RECENTLY ENTERED INTO FORCEDangerous goods

1.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinctionRegulations 1 and 19 – Carriage of dangerous goods (Note to table 1 and 2 and entire table 19.3)The changes have been made to eliminate inconsistencies between SOLAS and the IMDG Code and will mainly affect the requirements for the carriage of dangerous goods in packaged form. There will be little or no effect on vessels carrying only solid dangerous goods in bulk.

Amended By: Res MSC.269(85) [153-1]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Bulk Carrier, Other, Passenger ship, Ro-Ro Cargo, and Ro-Ro shipEntry Into Force Date : 01 January 2011Background: The proposal was to update the Note 1 to table 19.1 and 19.2 as well as replace entire table 19.3 with the relevant amendments to regulation 1. The similar amendments were proposed together to chapter 7 of the HSC Code. Implication: No changes are required to ship construction but the cargo classes which vessels can carry may be affected. These changes to cargo class requirements.

Application: New ships (constructed on or after 1 January 2011).They are applied to existing ships through amendments to Chapter II-2, regulation 1. The following ships must comply no later than the date of the first renewal survey on or after January 1, 2011:

• cargo ships of 500 gt and above and passenger ships constructed on or after September 1,1984, but before January 1, 2011, and

• cargo ships of less than 500 gt constructed on or after February 1, 1992, but before January 1, 2011.

Exceptions: Chapter II-2, regulation 1 excepts older vessels from complying with certain requirements of the revised regulation 19 if they differ from those contained in the previous regulation 19 and the older regulation 54, which is being phased out. Specifically:

• alterations to cargo space fire detection systems are not required on older vessels if the revised regulation 19 requirements are different, and

• vessels built before July 1, 1998, do not need to comply with the revised regulation 19 ro-ro space separation requirements.

Note: The MSC 85 confirmed that the provisions of regulation II-2/19 do not apply to dangerous goods in “excepted quantities” pending entry into force of the relevant amendments to regulation II-2/19 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code)

2.) 2000 International Code of Safety for High-Speed Craft (2000 HSC Code)Paragraph 7.17 – Fire Safety – note 1 to table 7.17-1 and entire table 7.17-3A set of amendment similar to those to the SOLAS Chapter II-2 were introduced in the HSC Code 2000. Existing note 1 to table 7.17-1 has been revised to clarify an application of ventilation requirements for different classes of dangerous goods carried in container cargo spaces. Similar to the re-insertion of the footnote for SOLAS Regulation 19, footnotes 17 and 18 under table 7.17-3 of the 2000 HSC code were also agreed for re-insertion. Footnotes 9 and 10 under table 7.17-3 were also inserted. The MSC 85, in conjunction with the decision made to SOLAS Regulation II-2/19 above, agreed not apply the requirements to dangerous goods in excepted quantities pending entry into force of the relevant amendments (1 January 2011).

Amended By: MSC.271(85) [153-3]



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Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : High Speed CraftEntry Into Force Date : 01 January 2011Background: Similar amendments were approved for SOLAS Chapter II-2.Implication: Nominal, as this is primarily solving the inconsistencies between texts.

Applications: New crafts (constructed on or after 1 January 2011) and not later than the first renewal survey on or after a January 2011 for existing crafts (crafts constructed on or after 1 July 2002).

Note: MSC 85 confirmed that the provisions of Paragraph 7.17 do not apply to dangerous goods in “excepted quantities” pending entry into force of the relevant amendments to Paragraph 7.17 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code).

Documentation

1.) Seafarers Training, Certification and Watchkeeping Code (STCW Code)Major changes are

• update standards of competence required, particularly in light of emerging technologies;

• detailed requirements on hours of work and rest, prevention of drug and alcohol abuse, and medical fitness standards for seafarers.

• Improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the evaluation process (monitoring of Parties' compliance with the Convention).

• New certification requirements for able seafarers.

• New requirements relating to training in modern technology such as electronic charts and information systems (ECDIS).

• New requirements for marine environment awareness training and training in leadership and teamwork.

• New training and certification requirements for electro-technical officers.

• Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for personnel serving on liquefied gas tankers.

• New requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship comes under attack by pirates.

• Introduction of modern training methodology including distance learning and web-based learning.

• New training guidance for personnel serving on board ships operating in polar waters.

• New training guidance for personnel operating Dynamic Positioning Systems.

Amended By: Adopted by 2010 Manila Conference [209]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2012



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Background: The original STCW convention was adopted in 1979. The totally revised convention, supplemented by the STCW Code was adopted in 1995. Further comprehensive revision to the convention was conluded in 2010.Implication: Shipowners and managers are to note:

• Implication of the rest change made to the rest periods may affect manning level.

• During the transitional periods, owners must ensure that seafarers will have new certificates meeting new standard.

Application:

Seafarers working onboard (not relevant to ship type). While the requirements entered into force on 1 January 2012, there are 5 year transitional period granted for taking full effect (until 1 January 2017).

2.) SOLAS 1974MSC 88 adopted amendments to the Protocol of 1988 relating to the International Convention for the Safety of Life at Sea, 1974 as resolution MSC.309 (88). These amendments are consequential changes to the form of the Safety Construction, Safety Equipment, Cargo Ship Safety and Passenger Ship Safety certificates following recently adopted amendments to SOLAS chapters II-1 and III and will record whether ships were subject to alternative design and arrangements. It is expected that these amendments will enter into force on 1 July 2012.Amended By: Resolutions MSC.308(88) and 309(88) [0176]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Other, and Passenger shipEntry Into Force Date : 01 July 2012Background: Flag Administration and its RO (classification society) need to be ready to implement the provisions of 1988 SOLAS Protocol and 1974 SOLAS Convention as amended, for issuing Passenger Ship Safety Certificates, Cargo Ship Safety Construction Certificates, Cargo Ship Safety Equipment Certificates and Cargo Ship Safety Certificates, as applicable, when alternative designs and arrangements are approved.

Application: These amendments will enter into force on 1 July 2012.

Implication: Flag Administration and its RO (classification society) need to be ready to implement the provisions of 1988 SOLAS Protocol and 1974 SOLAS Convention as amended, for issuing Passenger Ship Safety Certificates, Cargo Ship Safety Construction Certificates, Cargo Ship Safety Equipment Certificates and Cargo Ship Safety Certificates, as applicable, when alternative designs and arrangements are approved.

Application: Passenger ships and cargo ships which the provisions of alternative design and arrangements apply under the 1988 SOLAS Protocol and the 1974 SOLAS Convention as amended.

Electrical

1.) SOLAS 1974. Chapter II-1 - Construction - Structure, subdivision and stability, machinery and electrical installationsIf the resolution is strictly (legally) applied, it would mean that the requirements are applicable to ships constructed on or after 1 January, 2009 when they entered into force on 1 July 2010 owing to regulation II-1/1.1 which was introduced by the same resolution (in Annex 2), in a light of SOLAS Article VIII(e).While the IMO Secretariat confirmed that was the correct reading of the text in a legal context, many delegations expressed that it was not the intent of the Committee.



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Therefore, MSC 87 approved MSC.1/Circ.1372 as an interim measure for clarifying that the requirement shall only apply to passengers ships constructed on or after 1 July 2010, and simultaneously, approved draft amendments to the SOLAS Convention which were adopted at this MSC 88 session.

Amended By: Resolution 308(88) [181]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Passenger shipEntry Into Force Date : 01 July 2012Background: At MSC 87, a Non-Governmental Organization member requested confirmation on the application date of the new requirements of regulation II-1/41.6 (supplementary lighting in cabins of passenger ships) which was adopted by MSC.216 (82)). The requirements are given in Annex 3 of that resolution which entered into force on 1 July 2010 but regulation could be retroactively enforceable to ship constructed on or after 1 January 2009.Implication: As this is the correction of the erroneously text, there is no implication out of this decision.

Application: Legally speaking, this amendment enters into force on 1 July 2012 for passenger ships constructed on or after 1 July 2010. As this is merely an editorial correction to resolution MSC. 216 (82) which entered into force on 1 July 2010.

Fire-safety

1.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinctionRegulation 10Amendments to SOLAS Regulation II-2/10 to require all carbon dioxide systems to have two separate releasing controls.

Amended By: MSC.256(84), [No125-5]Relates To: EXISTING SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2010Background: It was recognized that the existence of many single control systems presented an unacceptable level of risk to crew personnel. In view of the above, IMO developed amendments to SOLAS regulation II-2/10, to require all carbon dioxide systems to have two separate releasing controls.Implication: Arrangement of major modification to the existing fleet will be required.

Application:Existing ships (constructed before 1 October 1994) will have to comply with the above amendments by completion of the first scheduled dry-docking after 1 January 2010.

2.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinction and International Code for Application of Fire Test Procedures (FTP Code)This is a comprehensive revision of the Code. The following major changes were introduced:

• Inclusion of all relevant resolutions and circulars on fire test procedures;

• Part 5 extensively re-written to include previous Part 5, Part 6, A. 653 (16) and A.687 (17), as they were essentially the same; The spacing between the resolution ‘A’ and numbers needs to be consistent

• New Part 10 - Test for fire-restricting materials for high speed craft;



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• New Part 11 - Test for fire-restricting divisions for high speed craft;

• Expiry period for fire test certificates (15 years); and

• Revised test report format (7 new additional items in the report).

Amended By: Resolution MSC.307(88) & MSC.308 (88) [174]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2012Background: MSC 80 (December 2005) approved a new work programme for the FP Sub-Committee to review and revise, as necessary, the FTP Code with a view to enhancing its user-friendliness and providing more uniform application of the Code, with the inclusion of appropriate interpretations approved by the Committee; updating the references to ISO fire test standards; and accommodating developments in fire protection technologies. MSC 88 adopted the International Code for Application of Fire Test Procedures, 2010 (2010 FTP Code), in conjunction amendments to SOLAS regulation II-2/3.23 as resolution MSC.308 (88).Implication: Fire test laboratories will be required to carry out testing and evaluation in accordance with the new procedures on or after 1 July 2012.

Manufacturers of materials which are subject to these tests (e.g. fire restricting materials) will require testing to the new procedures (after some introductory period) and renewal testing (after 15 years expiry period), which may lead to a significant increase in cost.

Application: To the testing, evaluation and approval of products carried out on or after 1 July 2012 which are subject to the requirements of the Fire Test Procedure Code referenced in the SOLAS Convention. Such products include: fire bulkheads, fire windows, fire doors, deck coverings, bulkhead and ceiling exposed surfaces, bulkhead and deck penetrations, upholstered furniture, bedding components, draperies, curtains, paints, varnishes, etc.

3.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinction and Fire Safety Systems Code (FSS Code)In addition to approving amendments to SOLAS regulation II-2/7.4.1, which introduces the requirement for fixed fire detection and fire alarm systems in enclosed spaces containing incinerators to harmonize with the standard specification for shipboard incinerators, MSC 88 also adopted amendments to chapter 9 of the FSS Code which specifies the requirements for such systems.Amended By: Resolutions MSC.308(88) and MSC.311(88) [180]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2012Background: In order to address fire safety of the compartment where an incinerator is located, following the discussion at the FP Sub-Committee, MSC 88 adopted amendments to the SOLAS Regulation 7.4.1 and FSS Code Chapter 9.Implication: Manufacturers of fire detection and alarm systems, ship designers, shipyards, shipowners, ship managers and Flag Administrations (and their Recognized Organizations).

Application: New ships will be required to have a fixed fire detection and fire alarm system in enclosed spaces containing incinerators. The amendments will be applicable to new ships of which Keel has been laid on or after 1 July 2012.

Hull structure & Construction

1.) SOLAS 1974. Chapter II-1 - Construction - Structure, subdivision and stability, machinery and electrical installations



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Regulation 45 Precautions against shock, fire and other hazards of electrical originA new paragraph 11 is added after paragraph 10, which reads : In tankers, electrical equipment, cables and wiring shall not be installed in hazardous locations unless it conforms with standards not inferior to those acceptable to the Organization.∗ However, for locations not covered by such standards, electrical equipment, cables and wiring which do not conform to the standards may be installed in hazardous locations based on a risk assessment to the satisfaction of the Administration, to ensure that an equivalent level of safety is assured.

• Refer to the standards published by the International Electrotechnical Commission, IEC 60092-502:1999 .Electrical installations in ships - Tankers. Existing paragraph 11 is renumbered as paragraph 12.

Amended By: Res.MSC.170(79)Relates To: NEW SHIPS, Ship Type : Chemical Tanker, Gas Carrier, and Oil tankerEntry Into Force Date : 01 January 2007Background: This amendment is as a consequence to the amendment to paragraph 10 mentioned above, and specifically deals with tankers

Implication: • Owner : Significant impact, mainly concerning the addition of restrictions on the cables and wiring, which was not previously mentioned in the

original regulation.

• Shipbuilder / Equipment manufacturer : Significant impact, mainly cornering providing suitably certified electrical equipment, cables and wiring in hazardous spaces. The additional cost of this equipment, cables and wiring would have to be passed on to the owner.

• National Administration / Recognised Organisation : Noticeable impact, mainly concerning the verification that suitably certified electrical equipment, cables and wiring are provided in hazardous spaces

2.) SOLAS 1974. Chapter II-1 - Construction - Structure, subdivision and stability, machinery and electrical installationsA new regulation 23-3 (or 25) has been added.

“Regulation 23-3 Water level detectors on single hold cargo ships other than bulk carriers” of the current version of this Chapter, and

“Regulation 25 Water level detectors on single hold cargo ships other than bulk carriers” of the revised version of this Chapter

Amended By: Res.MSC.194(80) [0005]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Ro-Ro shipEntry Into Force Date : 01 January 2007Background: This new regulation brings single hold cargo ships generally into line with the requirements for bulk carriers detailed in regulation XII/12.

Implication: • Owner : Significant impact, with the time and cost implications in purchasing and having fitted these water level detectors in the cargo hold.



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• Shipbuilder / Equipment manufacturer : Noticeable impact, with the time and cost implications in fitting water level detectors in the cargo holds. These costs would be passed to the owner.

• National Administration / Recognised Organisation : Noticeable impact, with time and cost implications for the approval and verification of the water level detectors fitted in the cargo holds.

Application : All new and existing single hold cargo ships, other than bulk carriers, length less than 80 m, built on or after 1 July 1998. In the case of existing ships, compliance is to be by the first intermediate or renewal Safety Construction survey carried out after 1 January 2007, whichever comes first, but not later than 31 December 2009.

Load Line

1.) Load Lines, 1966/1988. Annex I - Regulations for determining load linesIn order to make the International Code on Intact Stability Code 2008 (2008 IS Code) mandatory under 88 Protocol to 1966 Load Line Convention, amendments to the following regulations were adopted and will enter into force on 1 July 2010:

• Regulation 1 – Strength and intact stability of ships

• Regulation 3 – Definitions of terms used in the Annexes

Amended By: Res.MSC.270(85) [150-8]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All ships, and High Speed CraftEntry Into Force Date : 01 July 2010Background: These changes have been done in order to make the 2008 IS Code mandatory.Implication: The code had been widely implemented, therefore, impact is not large. However, cruise ships, yachts and ships with unconventional main particulars may find that they need to carry out model tests to confirm the parameters to be used in the weather criteria calculations. The "unconventional main particulars" are those which lie outside the ranges stated in the 2008 IS Code Part A, Chapter 2, 2.3.5. These are:

• Breadth/draught smaller than 3.5;

• (KG/draught-1) between -0.3 to 0.5; and

• Roll period smaller than 20 s.

Applications:

• The Code will enter into force on 1 July 2010. It applies to ships and high speed craft constructed on or after this date, or those undergo major conversion after that date. Ships with large breadth to depth or breadth to draught ratios will be able to apply the Offshore Supply Vessel criterion.

• Some flags may take up the option of early implementation. Ship builders and owners should ascertain whether Administrations with which they flag their ships will apply the 2008 IS Code early.

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1.) SOLAS 1974. Chapter II-1 - Construction - Structure, subdivision and stability, machinery and electrical installationsPart A-1 Structure of shipsRegulation 3-2 – Corrosion prevention of seawater ballast tanks in oil tankers and bulk carriersThe existing text and the heading of regulation 3-2 are replaced by :

Protective coatings of dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers

Chapter XII Additional safety measures for bulk carriers

Regulation 6 – Structural and other requirements for bulk carriersThe existing paragraph 3 is deleted and the existing paragraphs 4 and 5 are renumbered as paragraphs 3 and 4

Amended By: Res.MSC.216(82), [LR ref: 47]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2008Background: The draft amendment to this regulation approved at MSC 81 was adopted without change at MSC 82.

Significant changes were, however, made to the associated protective coating performance standard, details of which will be given in the appropriate entry below.

Implication: • Owner : Significant better life expectancy of the steel structure of ballast tanks and double-side skin spaces, but at an additional cost implication,

not only at the new building stage, but also through the life of the ship, whenever touch-up or even re-coating was necessary.• Shipbuilder / Equipment manufacturer : Significant additional equipment, personnel, time and cost implications, in terms of preparation,

application and documentation for the protective coating, all of which in monetary terms would have to be passed on to owner.• National Administration / Recognised Organisation : Significant addition time and cost, in terms of the verification and through life survey of the

protective coating.

All new ship types of 500 GRT and over:

• for which the building contract is placed on or after 1 July, 2008; or

• in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 January, 2009; or

• the delivery of which is on or after 1 July, 2012.

2.) MSC Resolution215(82) Performance standard for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriersThis Standard provides technical requirements for protective coatings in dedicated seawater ballast tanks of all type of ships of not less than 500 gross tonnage and double-side skin spaces arranged in bulk carriers of 150 m in length and upward1 for which the building contract is placed, the keels of which are laid or which are delivered on or after the dates referred to in SOLAS regulation II-1/3-2 as adopted by resolution MSC.216 (82).

Amended By: Res. MSC 215(82), [LR ref: 96]



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Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2008Background: Mandatory performance standard which is incorporated into the SOLAS regulation II-1/3-2.

Implication: • Owner : Significantly better life expectancy of the steel structure of ballast tanks and double-side skin spaces, but at an additional cost

implication, not only at the new building stage, but also through the life of the ship, whenever touch-up or even re-coating was necessary.• Shipbuilder / Equipment manufacturer : Significant additional equipment, personnel, time and cost implications, in terms of preparation,


protective coating.

Application: All new ship types of 500 GRT and over:

• for which the building contract is placed on or after 1st July 2008, or

• in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1st January 2009, or

• the delivery of which is on or after 1st July 2012

3.) SOLAS 1974. Chapter II-1 - Construction - Structure, subdivision and stability, machinery and electrical installationsPart A-1 Structure of shipsRegulation 3-2 – Corrosion prevention of seawater ballast tanks in oil tankers and bulk carriersThe existing text and the heading of regulation 3-2 are replaced by :

Protective coatings of dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers

Chapter XII Additional safety measures for bulk carriers

Regulation 6 – Structural and other requirements for bulk carriersThe existing paragraph 3 is deleted and the existing paragraphs 4 and 5 are renumbered as paragraphs 3 and 4

Amended By: Res.MSC.216(82), [LR ref: 47]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2012Background: The draft amendment to this regulation approved at MSC 81 was adopted without change at MSC 82.

Significant changes were, however, made to the associated protective coating performance standard, details of which will be given in the appropriate entry below.

Implication: • Owner : Significant better life expectancy of the steel structure of ballast tanks and double-side skin spaces, but at an additional cost implication,

not only at the new building stage, but also through the life of the ship, whenever touch-up or even re-coating was necessary.



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• Shipbuilder / Equipment manufacturer : Significant additional equipment, personnel, time and cost implications, in terms of preparation, application and documentation for the protective coating, all of which in monetary terms would have to be passed on to owner.

• National Administration / Recognised Organisation : Significant addition time and cost, in terms of the verification and through life survey of the protective coating.

All new ship types of 500 GRT and over:

• for which the building contract is placed on or after 1 July, 2008; or

• in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 January, 2009; or

• the delivery of which is on or after 1 July, 2012.

4.) MSC Resolution215(82) Performance standard for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriersThis Standard provides technical requirements for protective coatings in dedicated seawater ballast tanks of all type of ships of not less than 500 gross tonnage and double-side skin spaces arranged in bulk carriers of 150 m in length and upward1 for which the building contract is placed, the keels of which are laid or which are delivered on or after the dates referred to in SOLAS regulation II-1/3-2 as adopted by resolution MSC.216 (82).

Amended By: Res. MSC 215(82), [LR ref: 96]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2012Background: Mandatory performance standard which is incorporated into the SOLAS regulation II-1/3-2.

Implication: • Owner : Significantly better life expectancy of the steel structure of ballast tanks and double-side skin spaces, but at an additional cost

implication, not only at the new building stage, but also through the life of the ship, whenever touch-up or even re-coating was necessary.• Shipbuilder / Equipment manufacturer : Significant additional equipment, personnel, time and cost implications, in terms of preparation,


protective coating.

Application: All new ship types of 500 GRT and over:

• for which the building contract is placed on or after 1st July 2008, or

• in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1st January 2009, or

• the delivery of which is on or after 1st July 2012

Navigational equipment

1.) SOLAS 1974. Chapter V - Safety of navigationRegulation 23 - Pilot transfer arrangements.



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The MSC 88 adopted amendments to SOLAS regulation V/23 which prohibits the use of the mechanical hoist. There are also a number of changes made to the requirements to enhance the safety of pilot transfers.

It should also be noted that an MSC Circular had been prepared at MSC 87 to urge early implementation of this requirement.

Amended By: Resolution MSC.308(88) [178]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2012Background: In order to improve safety of pilot transfer, SOLAS Regulation V/23 and Assembly Resolution A.889 (21) were reviewed by the NAV Sub-Committee.Implication: Shipbuilders and manufacturers: To take into account the requirements as well as revised assembly resolution to resolution A.889(21) which is under drafting (see below) for new installations. MSC.1/Circ.1375 does not give any conclusion for the definition of said ‘installation’ and it is encouraged to apply the requirements as earliest to the newly developped ship design. This requirements is to be considered separate requirements from SOLAS II-1/3-9 & its guidelines MSC.1/Circ.1331 it is that using one single ladder for both purposes as means of embarkation and disembarkation at port (SOLAS regulation II-1/3-9) and pilot transfer (SOLAS regulation V/23) will be no longer be possible unless Flag’s acceptance would be given.

Owners and managers: Retroactive requirements of prohibitinng mechanical hoist will have significant impact for ships operating in poplar regions, as that is common means for pilot transfer in the regions. An alternative solution must be found.

Application: New pilot transfer arrangements (including the replacement for new ships) installed on or after 1 July 2012. Replacement of arrangements for existing ships are regulated to comply with new requirements in so far as in re reasonable and practicable. However, prohibition of the use of mechanical hoists will apply to all ships, including existing ships. Reference is to be made to MSC.1/Circ. 1375.

_______________________________________________________________________________ The following instruments were also developed in relation to this amendment.

1. Draft Assembly resolution - Draft revised text of the proposed amendments to resolution A.889(21) relating to recommendation on pilot transfer arrangements (with a view to submission to A 27 for adoption)The MSC 87 approved draft revised text of the proposed amendments to resolution A.889(21) relating to the recommendation on pilot transfer arrangements, with a view to submission to Assembly 27 for adoption. When the new Assembly resolution is adopted, the current A.889(21) will be revoked.On the discussion of this issue, several delegations expressed the view that early implementation before the entry into force of the amended SOLAS regulation V/23 and adoption of Assembly resolution should be important for the safety of pilots. The views have been supported by a large majority and a new MSC circular will be approved and circulated at MSC 88 when relevant SOLAS requirements are formally adopted (see below).

This resolution was revised in accordance with the amendments made to the SOLAS regulation V/23 introduced above. Therefore, for implications and applications please see above.

2. Draft MSC circular on improved Safety of Pilot Transfer ArrangementsThe MSC 87 prepared, for approval at its 88th session, the draft MSC circular on improved Safety of Pilot Transfer Arrangements. Recognizing that the improved pilot transfer arrangements will make a substantial contribution to development of the safety of pilot transfers, this draft circular urges shipowners to implement the provisions of the amended SOLAS regulation V/23 and the new recommendation on pilot transfer arrangements at the earliest practicable date, well before the amended regulation enters into force.

Implications: Shipbuilders and manufacturers are to take into account the new requirements for the new installation even if this curcular is non-mandatory.



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Application: New pilot transfer arragements installed on or after the entry into force date.

3. MSC Circular (MSC.1/Circ. 1375) on the interpretation of regulation V/23 (meaning of “Installation”)This circular provides interpretation of “installation”. while original circular was to clarify the meaning and the way to verify “installation”, the circular provide limited clarification.

Other equipment

1.) SOLAS 1974. Chapter V - Safety of navigationMSC 88 adopted amendments to SOLAS regulation V/18 to reflect the annual testing of the automatic identification system (AIS) equipment as follows:

“The automatic identification system (AIS) shall be subjected to an annual test. The test shall be conducted by an approved surveyor or an approved testing or servicing facility. The test shall verify the correct programming of the ship static information, correct data exchange with connected sensors as well as verifying the radio performance by radio frequency measurement and on-air test using e.g., a Vessel Traffic Service (VTS). A copy of the test report shall be retained on board the ship.”

Amended By: Resolution MSC.308(88) [177]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Other, and Passenger shipEntry Into Force Date : 01 July 2012Background:

Implication: Builders: No significant impact

Owners and managers: Provided that the Safety Equipment survey or Passenger Ship Safety survey is carried out in conjunction with the Safety Radio survey, this may not introduce any practical problems. However, the method to verify actual data in the transmission may require careful consideration.

Flag Administration and RO: To provide necessary instruction to surveyors. “Approved surveyor or approved testing or servicing facility” will require clarification and proper training.

Application: Ships required carrying AIS on board, these being: all passenger ships regardless of tonnage, and cargo ships (non-passenger ships) of 300 gt or over (engaged on international voyages) or 500 gt or over (engaged on non-international voyages).

Pollution Oil

1.) MARPOL 73/78. Annex VI - Regulations for the Prevention of Air Pollution from shipsThe following Classification News has been issued.

The entire annex was revised. The following is the summary of the new requirement.

Revised entry dates on the key issues

SOx control

Global Emission Control Area

Currently 4.5% Currently:1.5%

From entry into force of revised Annex ( 1 July 2010) – 4.50 % 1 July 2010: 1.00%



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1 January 2012: 3.50% 1 January 2015: 0.10%

1 January 2020: 0.50% (or 1 January 2025:0.50% depending of the review of the fuel availability in 2018

NOx control

Tier II control 1 January 2011

Tier III control (Emission Control Area only) 1 January 2016

NOx control – new engineThe following requirements are approved at this session:

For ships built between 1 January 2000 and 31 December 2010 (Tier I limits):The requirement applies to each marine diesel with a power output of more than 130kW

17 g/kWhr where n is less than 130 rpm;

45.0 x n (-0.2) g/kWhr when n is 130 rpm or more but less than 2000 rpm;

9.8 g/kWhr when n is 2000 rpm or more

where n = rated engine speed (crankshaft revolutions per minute).

Note: These are the current MARPOL Annex VI, Regulation 13 limits.

For ships built between 1 January 2011 and 31 December 2015 (Tier II limits):The requirement applies to each marine diesel with a power output of more than 130kW

14.36 g/kWhr where n is less than 130 rpm;



For ships built after 1 January 2016 (Tier III limits):The requirement applies to a diesel engine installed on a ship with a length of 24m or over; or to a diesel engine installed on a ship with a combined nameplate diesel engine propulsion power of 750kW or more

When operating with designated Emissions Control Areas:

3.4 g/kWhr where n is less than 130 rpm;



When operating outside a designated Emissions Control Area the Tier II limits shall apply.

Note: Operation within a designated Emissions Control Area will require the operation of exhaust gas treatment devices, such as a Selective Catalytic Reduction (SCR) device.Regulation 18.4 – Gas fuelled ships and definition of fuelThe Committee agreed to exempt certain gas fuels such as LNG, CNG and LPG from those aspects of Regulation 18 which covers bunker delivery notes and MARPOL samples together with the associated supplier controls.



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The following was added to the Regulation 18.4: “Paragraph 5.6, 7.1 7.2, 8.1, .8.2,9.2, 9.3 and 9.4 of this regulation do not apply to gas fuels such as LNG, Compressed natural gas, or liquefied petroleum gas. The sulphur contents of the gas fuel deliver to the ship specifically for combustion on board that ship shall be provided by the supplier.”

VOC Management PlanWith effect from July 1, 2010, every tanker carrying crude oil will be required to have on board and implement a ship-specific VOC Management Plan, approved by the Administration.

The Plan should be prepared taking into account guidelines contained in resolution MEPC.185 (59) and MEPC.1/Circ.680. The purpose of the Plan is to ensure that VOC emissions resulting from tanker operations to which regulation 15.6 applies are prevented or minimised as much as possible.

A ship-specific VOC Management Plan must at the least provide written procedures for minimising VOC emissions during:

• loading of cargo

• sea passage, and

• discharge of cargo.

Additionally, VOCs generated during crude oil washing need to be considered.

If tanker design modifications (such as increasing the pressure of the cargo tanks) are to be made to minimise VOC emissions, strength aspects need to be considered and comprehensive calculations have to be carried out to confirm the structural strength and other related issues. This information must be provided within the VOC Management Plan when submitting it for approval.

Marine Fuel Oil specificationMEPC 59 agreed that the matter should be left to ISO, however, it was also agreed to forward a request to verify the status of substances given in the indicative list of parameters developed by the Committee.

Definition of sulphurMEPC 59 agreed that referencing ISO Standard should be sufficient.

Procedure to verify sulphur content in fuel oilMEPC Circular on a Unified Interpretation concerning Sulphur Limits in Fuel and Fuel Oil Verification Procedure for MARPOL Annex VI was approved.

Implication and application of this part of the sectionSOx control is a matter of ship operation, thus up to the effort of the petroleum industry, while ship will be required to be capable of using more than one fuel in order to operate in emission control areas. NOx control relates to the engines onboard. Shipbuilders and shipowners are invited to pay due attention to the development, especially application to existing engines installed between 1990 and 2000.

Criteria and Procedure for Designation of Emission control areaMEPC 59 agreed to keep the criteria as prepared by MEPC 57

Amended By: Res. MEPC 176(58) [150-1]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2010Background: This is the comprehensive review of MARPOL Annex VI. As the MARPOL Annex IV has been introduced as a protocol to the MARPOL Convention, these amendments will be applicable to the states which are party to the protocol only.



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The revised text of the MARPOL Annex VI was approved at MEPC 57, which was adopted at MEPC 58, October 2008. The Committee agreed to revise date of entry into force as of 1 July 2010. Consequently the reduction in the SECA / ECA limit to 1.00% m/m would also be delayed.

Implication: Owner: Significant impact. The following is the primary areas for the owners concern:

• Selection of the fuel (There could be difficulties in obtaining required fuel, possible difficulties of using two fuels – especially change over prior to entering into SECA)

• VOC Management Plan

• Possible upgrade of existing engine

Shipbuilder/Equipment manufacture: Significant impact for the compliance with the new standard for engines. There may be demands for the development of exhaust gas cleaning system for which, numbers of regulatory developments are still required.

National Administration / Recognized Organization: Significant impact. It may require additional resources and expertise for the proper implementation of the new requirements. Development of the policy / standard for the requirement to the existing engine needs careful attention.

Application: All ships to which MARPOL Annex VI applies – generally speaking, ships of 400 gross tons and above (Both New and Existing ships).

Regarding Ozone Depleting Substances :

Owner: Significant impact. The following is the primary areas for the owners concern:

• Each ship shall maintain a list of equipment containing ODS.

• Each ship which has rechargeable systems that contain ODS shall maintain an Ozone Depleting Substances Record Book. This Record Book may form part of an existing log-book or electronic recording system as approved by the Administration.

Shipbuilder/Equipment manufacture: Significant impact

• Each ship delivered after 1 July 2010 is to be provided with a list of all equipment containing ozone depleting substance.

National Administration/Recognized Organization: Minimal impact.

• There will be additional item at MARPOL Annex VI surveys to ensure the list of equipment containing ODS is onboard and up to date and that the ODS log is on board and being maintained up to date.

2.) Technical Code on Control of Emission of Nitrous Oxides from Marine Diesel Engines (NOx Technical Code)The number of changes to the Code were introduced.

Amended By: Res MEPC 177 (58) [No.150-2]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2010Background: The main changes to the Code are:



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• A new chapter for the approval of ‘approved method’ (existing ships) arrangements

• Inclusion of requirements covering the approval of direct measurement and monitoring methods

• Amended NOx emission calculation procedures.

The MEPC will be issuing a circular to facilitate the application of the revised Code to Tier II engine certification.

Implication: Shipbuilder/Equipment manufactures: Required to meet the new standard introduced by this code.

National Administrations / Recognized Organizations: To prepare new type approval and survey procedures based upon the new Code.

Application: All ships to which MARPOL Annex VI applies – generally speaking, ships of 400 gross tons and above. (New and Existing ships)



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Frequently Asked Question(s)

1. How does this requirement affect shipowners? Owners of ships which are required to comply with MARPOL Annex VI, either by virtue of their flag State being a signatory or those ships operating in the waters of a signatory State, and which have installed engines which fall within the scope of this regulation will need to monitor the availability of an Approved Method for those engines and to fit such an Approved Method, or arrange for the required certification within the given timescale following it becoming available.

2. To which diesel engines does this regulation apply?Marine diesel engines, as defined in regulation 2.14, with a power output of more than 5000 kW and with an individual cylinder displacement at or above 90 litres which are installed on ships constructed on or after January 1, 1990, but prior to January 1, 2000.

3. Does this requirement apply to all such engines? No, only to those engines for which there are commercially available Approved Methods as notified by the International Maritime Organization (IMO).

4. Which engine power value should be used as the criteria? The maximum continuous rating as given on the engine’s nameplate. Where this is given in metric horsepower (PS) the conversion factor of 1 PS = 0.7355 kW should be used.

5. What if the engine has been derated from the nameplate value?Such derating would need to be of a permanent nature to be so accepted. The revised value should be duly documented by the ship’s flag State, classification society or another authorised party.

6. What engines are represented by the ‘at or above 90 litre per cylinder’ criteria? As general guidance, given the usual bore / stroke relationships of marine diesel engines, this typically represents trunk piston (medium speed) engines of 46 cm bore and above together with all crosshead (slow speed) engines other than those of the smallest bore – 26 cm. Shipowners however would be advised to assess for themselves the per cylinder displacement of the specific engines installed on their ships particularly in the case of those on the borderline.

7. What is the ‘ship construction’ date? This is defined in regulation 2.19 of MARPOL Annex VI. Further detail is provided in regulation 2.2 in respect of the term ‘similar stage of construction’.

8. What is an Approved Method? An Approved Method is a means by which the NOx emissions from an engine, previously outside the NOx Technical Code certification requirements, will be controlled to not exceed the relevant limit value which in turn corresponds to that given for a Tier I engine (9.8 – 17.0 g/kWh depending on engine rated speed).

9. What in practice will constitute an Approved Method?There is no prescribed Approved Method. It will however be certain redesigned engine components rather than being solely changes to engine operating values. In view of the limitations given within the regulation on the cost and impact on engine performance of an Approved Method it is expected to represent only certain components within the fuel injection system – most likely the fuel injection nozzles and fuel cam profile since these are the most influential components on NOx emissions. In addition there will, in all cases, be an Approved Method File which must be retained with the engine over its service life. This Approved Method File will detail the components and, if applicable, any related settings which constitute a particular Approved Method and how the engine so fitted is to be surveyed for compliance.

10. Will an Approved Method be engine specific?While it is possible for an Approved Method to be specific to a particular engine model, rating and duty (i.e. propeller law main engine) it is expected that in practice that an Approved Method will be certified as applying to a range of ratings (i.e. kW/cylinder and speed) for a given model and duty. In determining whether an Approved Method applies to a particular engine the power and speed values as given on the engine nameplate should be used – except as given in note 5.

11. Who will be developing these Approved Methods?It is expected that typically these Approved Methods will be developed by the relevant engine designers. However, there is no restriction as to the particular nature of an



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organisation which could develop an Approved Method and therefore it is equally open to others should they see this as an opportunity.

12. Is a shipowner with engines which fall within the given criteria required to develop an Approved Method if the engine builder or other party does not?No, there is no such requirement.

13. How, and by whom, is an Approved Method certified? An Approved Method is to be certified in accordance with Chapter 7 of the NOx Technical Code 2008. Certain definitions relating to the Approved Method requirements are given in Chapter 2 of the Code. In addition further clarification of certain aspects is given by Circular MEPC.1/Circ.6782. Unusually, for such requirements, the certification can be undertaken by the Administration of any signatory to MARPOL Annex VI and hence this will not necessarily be a particular ship’s flag State. In practice it is probable that, as with much of the NOx Technical Code certification, the actual approval will be undertaken by one of the Recognised Organisations acting on behalf of an Administration.

14. Are there any constraints on the cost of an Approved Method?Regulation 13.7.5.2 limits the cost of an Approved Method to not exceed 375 Special Drawing Rights (SDR) per metric tonne of NOx calculated in accordance with the given formula taking into account the guidance given in Circular MEPC.1./Circ.6782. This will be confirmed as part of the certification process. SDR is an international reserve asset calculated daily on a weighted average of four currencies (US $, UK £, EU € and Japanese ¥) – for guidance, October 15, 2010, 1 SDR = 0.6320 US$.

15. Are there any constraints on the effect of an Approved Method on engine performance? Regulation 13.7.5.1 requires that in order to be certified it is to be verified by the engine designer that the Approved Method will not decrease the power by more than 1%, increase the fuel consumption by more than 2% or adversely affect engine durability or reliability.

16. By when does an Approved Method need to be installed? Provided that an Approved Method is commercially available it is to be fitted no later than the first IAPP Certificate Renewal Survey (5 year survey) which occurs 12 months or later after the date of deposition with IMO of the notification by the Administration of the certification of a particular Approved Method.

17. How will IMO advise of the ‘date of deposition’? IMO will issue a MEPC Circular informing Administrations and the shipping community in general of the date of deposition of a particular Approved Method. As advised by Lloyd’s Register’s Class News 22/2010, further Class News will be issued repeating that advice. MEPC Circulars may be freely accessed from the IMO website (www.imo.org). In addition it is understood that in due course this information will also be posted within the Pollution Prevention Equipment section of IMO’s Global Integrated Shipping Information Service (GISIS).

18. What happens in case if an Approved Method is not commercially available at the required Renewal Survey?In those instances the Approved Method is to be fitted no later than the first IAPP Certificate Annual Survey after it has become so available.

19. What constitutes ‘not commercially available’? The regulation gives that the deferment in case of ‘not commercially’ available is only possible where despite the shipowners best efforts it has not been possible to have the Approved Method fitted as required. In this it should be noted that the reference to the Renewal Survey is in the context of ‘…no later than…’ rather than at the Renewal Survey. Furthermore, depending on the nature of the Approved Method, it may be that fitting can be undertaken by the ship’s engineers rather than requiring specialist shipyard or engine service personnel to undertake the work. Consequently, it would be recommended that as soon as the availability of an Approved Method is notified by IMO then the ordering and fitting planning should commence. Ultimately, it will be for the flag State to decide whether the shipowner has used their best efforts to obtain and have fitted a notified Approved Method.

20. Will there be more than one option as to the Approved Method to be installed?Since the timeline for the engines for which an Approved Method applies commences following the first notification of certification to IMO it is unlikely that there would be concurrent options. Of course, in the light of in-service experience a particular Approved Method may be further refined following its initial introduction. Therefore, it would be recommended that shipowners should not defer implementation plans awaiting other options to appear.



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21. Will all engines which fall within the power and cylinder displacement criteria installed on ships constructed within the given dates be required to be fitted with Approved Methods? It is quite probable that for those engines where there are only a very limited number of examples in service or which would require extensive modification in order to comply that no Approved Method will be developed and hence no requirement to fit. However, shipowners with such engines will need to monitor the availability of Approved Methods over the service life of those engines in case, at some time in the future, a relevant Approved Method is certified.

22. Is there any alternative to fitting an Approved Method?As given in regulation 13.7.1.2 for those engines for which an Approved Method is available the alternative to fitting the Approved Method would be for the engine to be certified in accordance with the conventional NOx Technical Code procedures. In reality this would most likely only be possible for engines installed on ships which form part of a series whose construction dates overlapped the January 1, 2000 implementation date of the Tier I requirements. If this option is to be considered it would be recommended that dialogue as to this possibility be commenced with the certifier of the later engines at the earliest opportunity.

23. What is the status of an engine which falls within the power and cylinder displacement criteria installed on a ship constructed within the given dates but which has been certified to Tier I as a result of a ‘major conversion’ as defined in the Annex? Since such an engine is already certified to Tier I no further action is required and no monitoring of Approved Method availability is necessary.

24. For those ships to which this Approved Method requirement potentially applies, how will this be handled at MARPOL Annex VI surveys prior to fitting?In the first instance it will need to be verified whether there is a notified and applicable Approved Method. If there is not - that is duly marked (-) in the relevant column of 2.2 of the Supplement to the IAPP Certificate – no further action at that time. If on the other hand there is such an Approved Method that will be duly marked (x) in the Supplement, additionally it will need to be assessed whether it is still within the time allowed for the fitting of that Approved Method. If it is within that time period then the survey can be completed, if not the survey cannot be completed and the ship would be without a necessary trading certificate. The exception being that where the Approved Method, although notified and it being outside the time allowed, was, to the satisfaction of the flag State, not commercially available despite the shipowner’s best efforts then that entry on the Supplement would be duly completed.

25. In those instances where an Approved Method has been fitted how would this be handled as part of a MARPOL Annex VI survey? The fitting of an Approved Method is to be verified on completion by, or on behalf of, the flag State. Guided by the Approved Method File, which is to be retained with the engine throughout its service life, it would be established that the Approved Method has been duly and correctly installed. If that is the case the ‘Approved Method installed’ entry in relevant column of 2.2 of the Supplement to the IAPP Certificate would be completed (x). Thereafter verification that the Approved Method continued to be applied would be an inherent part of each MARPOL Annex VI survey.

26. What are the implications in terms of port State control? As part of the initial inspection which may be undertaken by port State control would be an assessment of whether any installed engines were required to be fitted with an Approved Method and, if so, whether such means had been installed within the time period allowed. In those instances where a commercially available Approved Method had not been installed as required that could be considered as a detainable deficiency and in accordance with regulation 10.2 of MARPOL Annex VI the ship prevented from sailing until the situation had been resolved.

3.) MARPOL 73/78. Annex I - Regulations for the Prevention of Pollution by OilRegulation 1 – the following new definitions are adopted

• Oil residue (sludge) means the residual waste oil products generated during the normal operation of a ship such as those resulting from the purification of fuel or lubricating oil for main or auxiliary machinery, separated waste oil from oil filtering equipment, waste oil collected in drip trays, and waste hydraulic and lubricating oils.

• Oil residue (sludge) tank means a tank which holds oil residue (sludge) from which sludge may be disposed directly through the standard discharge connection or any other approved means of disposal.



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• Oily bilge water means water which may be contaminated by oil resulting from things such as leakage or maintenance work in machinery spaces. Any liquid entering the bilge system including bilge wells, bilge piping, tank top or bilge holding tanks is considered oily bilge water.

• Oily bilge water holding tank means a tank collecting oily bilge water prior to its discharge, transfer or disposal.”

Regulation 12* is amended by removing the words “such as those resulting from the purification of fuel and lubricating oils and oil leakages in the machinery spaces” from the end of the regulation. A new paragraph 2 was added dealing with the disposal of oil residue (sludge)

Regulations 13, 17 and 38 - are amended to take account of the new definitions in regulation 1

_________________*an interpretation to the regulation 12.2, 12.3 and 12.4 was prepared as Annex 14 to MEPC 61.

The circular provides various interpretations, e.g.” designated pump for disposal” used in regulation 12.2. as “any pump used for the disposal of oil residue (sludge)” through the standard discharge connection referred to in regulation 13, or any pump used to transfer oil residue (sludge) to any other approved means of disposal such as an incinerator, auxiliary boiler suitable for burning oil residue (sludge) or other acceptable means which are prescribed in paragraph 3.2 of the supplement to IOPP Certificate, Form A or B.

Further, interpretations are given to Regulation 12.3, 12.4 as well in order to provide clearer guidance to the “Oil residue (sludge) tanks”.

Amended By: Res. MEPC.187 (59) - Annex 1 [164]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2011Background: Implication: All Engine Room oil residue (sludge) tank arrangements for ships constructed on or after 1 January 2011 will need to comply with the revised regulation 12 and take account of the revised definitions and the changes to regulations13, 17 and 38.

Settled water may only be drained to an oily bilge water holding tank or bilge well, or an alternative arrangement, but may not be led directly to an oily water separator. Connections between designated sludge pumps and the oily water separator, which are not uncommon will need to be removed.

Builders, Owners: This interpretation will assist with the implementation of resolution MEPC.187(59). In general, this seems to be confirmation of industry practice, thus no major impact is expected.

Flag Administrations and its ROs: These interpretations are to be incorporated into various instructions to surveyors.

Application: To ships subject to MARPOL Annex I regulation 12.1 i.e. all ships of 400gt or over. The compliance will be verified at the first survey on or after 1 January 2011. There are further subsequent amendments being proposed for clarification of application of regulation 12. Reference is to be made to item 232 in part B.

4.) MARPOL 73/78. Annex I - Regulations for the Prevention of Pollution by OilMEPC 59 adopted the text of consequential amendments to the supplement of the IOPP certificate consistent with the newly agreed definitions. In addition, “maximum capacity” in “kW or kcal/h” was added to the entry for the incinerator (paragraph 3.2.2. of the supplement)Amended By: Res. MEPC.187 (59) – Annex 2 [165]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2011Background:



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Implication: The new requirements will need to be examined for compliance. Lloyd’s Register will be examining these at the next MAROL Annex I survey, and reissue the Form A or B.Application: To ships which MARPOL Annex I is applied (ships required to carry certificates – Oil tankers of 150 gt or above and other types of ships of 400 gt or above).

Safety Management

1.) SOLAS 1974. The Protocol of 1988.Appendix to the SOLAS 88 Protocol – forms of CertificatesAmended By: MSC. 256 (84) & MSC. 258 (84)Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2010Background: Necessary amendments were made in order to indicate installation of AIS-SART in form E.Implication: Shipowners and RO should be aware of the new form of certificate, and replace upon the renewal after 1 January 2010.This affects the forms of Record of Equipment for Passenger Ship Safety Certificate (Form P), Record of Equipment for Cargo Ship Safety Equipment Certificate (Form E) and Record of Equipment for Cargo Ship Radio Certificate (Form R).

Application: To all SOLAS Ships to which SOLAS Chapter V or IV applies. Cargo ships of 500 gt engaged on international voyages or passenger ships regardless of tonnage engaged on international voyages. No length/deadweight criteria applicable.

2.) SOLAS 1974. Chapter V - Safety of navigationAmendments to SOLAS regulation V/19 (BNWAS)In paragraph 2.2, the new subparagraphs .3 and .4 are added after the existing subparagraph .2. Application details are given in new subparagraph .3. sub-paragraph .4 states that “a bridge navigational watch alarm system (BNWAS) installed prior to 1 July 2011 may subsequently be exempted from full compliance with the standards adopted by the Organization, at the discretion of the Administration.”

Note: In the existing footnote to paragraph 2 the reference to the performance standard (resolution MSC.128(75) – performance standards for a bridge navigational watch alarm system (BNWAS)” is inserted.

Application details:

Ship type Gross tonnage New ships (keel laying date) Existing ships

Passenger ships All 1 July 2011 Not later than the first survey* on or after 1 July 2012

Non-Passenger ships 3,000 gt and above 1 July 2011 Not later than the first survey* on or after 1 July 2012

500 gt and above but less than 3,000 gt 1 July 2011 Not later than the first survey* on or after 1 July 2013

150 gt and above but less than 500 gt 1 July 2011 Not later than the first survey* on or after 1 July 2014

*The first survey means the first annual survey, the first periodical survey or the first renewal survey, whichever is due first after the date specified. For a passenger ship, this is the first renewal survey for Passenger Ship Safety Certificate; for a cargo ship (non-passenger ship), this is either the Cargo Ship Safety Equipment Survey or, for ships with a Cargo Ship Safety Certificate, the Cargo Ship Safety Survey. For both passenger ships and cargo ships which



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are under construction, if the keel is laid before, but the ship is delivered after, the date specified in the relevant regulation, the first survey is the initial survey.Amended By: Res. MSC.282 (86) [LR ref: 158]Relates To: NEW SHIPS, Ship Type : Passenger shipEntry Into Force Date : 01 January 2011Background: A bridge watch navigational alarm system is a device which triggers an alarm if an Officer on Watch (OOW) becomes incapable of performing the OOW’s duties. IMO also adopted the performance standard as MSC. 128 (75) and there are ships which have already installed the equipment on a voluntary basis.

Implication: Shipbuilders

• Builders are encouraged to take these requirements into consideration when designing a ship keel of which will be laid on or after 1 July 2011.

• This is not stand alone equipment on the navigation bridge. The secondary alarm will be activated in the master’s cabin, thus wiring will be required in other parts of the crew accommodation area. Due attention is to be paid to wire penetration at fire-protection boundaries.

• BNWAS is required to meet the IMO’s performance standard (MSC.128 (75)).

• BNWAS is to be type approved by the flag Administration or its Recognized Organization (e.g., Classification Society).

Shipowners

• BNWAS will be required on the existing ships (at the first survey after the date specified) as well. Owners will need to be prepared to make retrofitting arrangements. Owners are encouraged to take the opportunity to make such arrangements at dry-docking, if there is such an opportunity.

Flag Administrations & its recognized organizations

• It will be necessary to type approve the system in a timely manner.

• Relevant survey guidelines should be prepared.

• The requirement will apply to ships not engaged on international voyages as well.

3.) SOLAS 1974. Chapter V - Safety of navigationAmendments to SOLAS regulation V/19 (ECDIS)

In paragraph 2.1, the existing subparagraph .4 is replaced by the following:

“4 nautical charts and nautical publications to plan and display the ship’s route for the intended voyage and to plot and monitor positions throughout the voyage. An electronic chart display and information system (ECDIS) is also accepted as meeting the chart carriage requirements of this subparagraph. Ships to which paragraph 2.10 applies shall comply with the carriage requirements for ECDIS detailed therein”.

After the existing paragraph 2.9, the new paragraphs 2.10 and 2.11 are added. Paragraph 2.10 provides application details and paragraph 2.11 states that “administrations may exempt ships from the application of the requirements of paragraph 2.10 when such ships will be taken permanently out of service within two years after the implementation date specified in subparagraphs .5 to .9 of paragraph 2.10.”



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Passenger Ships 500 gt and above 1 July 2012 Not later than the first survey* on or after 1 July 2014

Tankers 3,000 gt and above 1 July 2012 Not later than the first survey* on or after 1 July 2015

Others 50,000 gt and above 1 July 2013 Not later than the first survey* on or after 1 July 2016

20,000 gt and above but less than 50,000 gt 1 July 2013 Not later than the first survey* on or after 1 July 2017

10,000 gt and above but less tahn 20,000 gt 1 July 2013 Not later than the first survey* on or after 1 July 2018

3,000 gt and above but less than 10,000 gt 1 July 2014 No retrofitting requirements to existing ships less than 10,000 gt

*The first survey means the first annual survey, the first periodical survey or the first renewal survey, whichever is due first after the date specified. For a passenger ship, this is the first renewal survey for Passenger Ship Safety Certificate; for a cargo ship (non-passenger ship), this is either the Cargo Ship Safety Equipment Survey or, for ships with a Cargo Ship Safety Certificate, the Cargo Ship Safety Survey. For both passenger ships and cargo ships which are under construction, if the keel is laid before, but the ship is delivered after, the date specified in the relevant regulation, the first survey is the initial survey.

Amended By: MSC.282(86) [159]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2011Background: ECDIS (Electronic Chart Display and Information System) is shipborne navigational equipment, which is regarded as an equivalent to paper charts as per the SOLAS regulation V/27 and the regulation V/19.2.1.4. In other words, it is currently optional equipment. By the amendment adopted at MSC 86, ECDIS will be mandatory for new ships in 2012 (passenger ships and oil tankers) or 2013/2014 (other ships). Existing ships will be required to retrofit the system.Implication: Shipbuilders and manufacturers

• Builders will be required to take these requirements into consideration when designing a ship which keel will be laid on or after 1 July 2012/2013/2014 dependent on ship type and size

• Manufacturers are to note that ECDIS is required to meet the IMO’s performance standard (A.817(19), as Adopted by the Resolutions MSC. 64 (67), MSC. 86 (70) and MSC. 232 (82))

Owners/Ship management companies

• As ECDIS will be required on the existing ships (at the first survey after the date specified in the table given below), owners will be required to make retrofitting arrangements

• Owners are encouraged to take the opportunity to make such arrangements at dry-docking, if there is such an opportunity



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• Owners are to ensure that ships will be provided with the Electronic Navigational Charts (ENCs) issued by a Hydrographic Authority or its agents that cover the intended voyages.

• Ship managers are to ensure that appropriate training and familiarization will be incorporated into the company’s SMS for the use of ECDIS in accordance with paragraph 6.5 of the ISM Code.

• Deck officers must be fully familiar with the operation of ECDIS prior to the first voyage after the installation of ECDIS in accordance with paragraph 6.3 of the ISM Code. Due reference is to be made to SN.1/Circ. 276 - Transitioning from paper chart to electronic chart display and information systems (ECDIS) navigation.

Administrations & its recognized organizations

• Relevant survey guidelines should be prepared, which should include appropriate back up arrangements & the location of ECDIS in case of retrofitting

• ISM auditors are to be made aware of the new requirements and the need for companies to introduce the corresponding training and familiarisation.

4.) SOLAS 1974. Chapter V - Safety of navigationAmendments to records of certificates are as follows:Record of Equipment for the Passenger Ship Safety Certificate (Form P)9 In the Record of Equipment for the Passenger Ship Safety Certificate (Form P), in section 5, a new item 14 is inserted as follows:

.14 Bridge navigational watch alarm system (BNWAS).

Record of Equipment for the Cargo Ship Safety Equipment Certificate (Form E)10 In the Record of Equipment for the Cargo Ship Safety Equipment Certificate (Form E), in section 3, a new item 14 is inserted as follows:


Record of Equipment for the Cargo Ship Safety Certificate (Form C)In the Record of Equipment for the Cargo Ship Safety Certificate (Form C), in section 5, a new item 15 is inserted as follows:

“15 Bridge navigational watch alarm system (BNWAS)”.Record of Equipment for the Nuclear Passenger Ship Safety Certificate (Form PNUC)

11 In the Record of Equipment for Nuclear Passenger Ship Safety Certificate (Form PNUC), in section 5, a new item 15 is inserted as follows:


Record of Equipment for the Nuclear Cargo Ship Safety Certificate (Form CNUC)12 In the Record of Equipment for Nuclear Cargo Ship Safety Certificate (Form CNUC), in section 5, a new item 14 is inserted as follows:


Amended By: Res. MSC 282(86) and MSC.283(86) Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2011Background: As a consequence of the amendment made to SOLAS regulation V/19 concerning BNWAS, various record forms given as attachments to certificates were revised by Resolutions MSC 282 (86) and MSC. 283 (86)



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Implication: The new forms will be used upon the replacement of the certificates after the entry into force of the requirements.

Application: These amendments have entered into force on 1 January 2011 and are applicable to all ships engaged on international voyages that are required to hold SOLAS certificates (passenger ships regardless of size and cargo ships (non-passenger ships of 500 gt or over) both engaged on international voyages).









*The first survey means the first annual survey, the first periodical survey or the first renewal survey, whichever is due first after the date specified. For a passenger ship, this is the first renewal survey for Passenger Ship Safety Certificate; for a cargo ship (non-passenger ship), this is either the Cargo Ship Safety Equipment Survey or, for ships with a Cargo Ship Safety Certificate, the Cargo Ship Safety Survey. For both passenger ships and cargo ships which are under construction, if the keel is laid before, but the ship is delivered after, the date specified in the relevant regulation, the first survey is the initial survey.Amended By: Res. MSC.282 (86) [LR ref: 158]Relates To: NEW SHIPS, Ship Type : Passenger shipEntry Into Force Date : 01 July 2012Background: A bridge watch navigational alarm system is a device which triggers an alarm if an Officer on Watch (OOW) becomes incapable of performing the OOW’s duties. IMO also adopted the performance standard as MSC. 128 (75) and there are ships which have already installed the equipment on a voluntary basis.





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Amended By: MSC.282(86) [LR ref: 159]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2012Background: ECDIS (Electronic Chart Display and Information System) is shipborne navigational equipment, which is regarded as an equivalent to paper charts as per the SOLAS regulation V/27 and the regulation V/19.2.1.4. In other words, it is currently optional equipment. By the amendment adopted at MSC 86, ECDIS will be mandatory for new ships in 2012 (passenger ships and oil tankers) or 2013/2014 (other ships). Existing ships will be required to retrofit the system.Implication: Shipbuilders and manufacturers














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FUTURE LEGISLATION1st August 2012Pollution Oil

1.) MARPOL 73/78. Annex VI - Regulations for the Prevention of Air Pollution from shipsMEPC 60 adopted the proposed North American ECAs (generally approx. 200 nautical miles from the Atlantic, Gulf and Pacific coasts except where this impacts on the territorial waters of other States) and some of the Hawaiian Islands.

Attention is to be paid to the following points:

• Canada has now ratified MARPOL Annex VI – entry into force 26 June 2010; and

• There is a French territory in the area, which will be included in the ECA.

It should be noted that the details of the area (geographical coordinates) are given in the Appendix VII to the Annex.

Amended By: Res. MEPC.190(60) [169]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 August 2012Background: The current MARPOL Annex VI permits areas to be established in which the SOx content of fuels used on ships can be limited below the world wide limit if defined conditions are complied with. These areas are currently known as sulphur emission control areas (SECA). Currently there are two SECAs the Baltic and the North Sea.The revised MARPOL Annex VI which entered into force 1 July 2010 not only permitted SECA it also permitted the designation of areas where the NOx emissions from the diesel engines are restricted below the level permitted outside such areas. These areas are known as emission control areas (ECA) for SOX and or NOx.The US and Canada with agreement from France (as there is a French Territory in the area) made an application to MEPC for the North America Area to become an ECA for both SOx and NOx. The application was considered by MEPC 60 and it was agreed that the conditions for establishing the ECA were met.

Implication: • Any ship intending to operate in the North American ECA will be required to adhere to the NOx limits defined in the regulation 13 for Tier III

engines (applies to engines installed in ships constructed, and engines subject to certain ‘major conversions’, on or after 1 January 2016) and to the SOx limits as per the regulation 14.4, i.e. 1.00% max. sulphur content fuel oil from entry into effect (taking into account the provisions of regulation 14.7) of the area, i.e. 1 August 2012, and 0.10% max. sulphur fuel oil from 1 January 2015.

• Ships will be required to have written change-over procedures and to change-over fuels prior to entry into the ECA and to maintain that usage until after exit. Ships are currently used to changing fuels for entry into the North Sea and Baltic SECA areas therefore there should be no additional burden on ships a s result of the new ECA for SOx. However there maybe ships that have never traded to the North Sea/Baltic area but do regularly trade to the North America region. For these ships change over procedures will be new and they will need to be developed and appropriate training to ships’ crew provided. It may also require modification to fuel storage and handling arrangements to deal with storage and use of low sulphur fuels.

• For all ships intending to operate in the North American ECA for SOx sufficient low sulphur fuel will need to be obtained prior to arrival at the outer limit of the ECA. The introduction of this SOx ECA will increase the demand for low sulphur fuel this may have an effect on supply and cost of such fuel.



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• When using low sulphur fuel there will be an additional operating cost.

Application:To ships visiting the areas from 1 August 2012, irrespective of the date of the construction for SOx control, and ships constructed, and as otherwise required, on or after 1 January 2016 for NOx control.



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1st January 2013Dangerous goods

1.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinctionRegulations 1 and 19 – Carriage of dangerous goods (Note to table 1 and 2 and entire table 19.3)The changes have been made to eliminate inconsistencies between SOLAS and the IMDG Code and will mainly affect the requirements for the carriage of dangerous goods in packaged form. There will be little or no effect on vessels carrying only solid dangerous goods in bulk.

Amended By: Res MSC.269(85), [LR ref: 153-1]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Bulk Carrier, Other, Passenger ship, Ro-Ro Cargo, and Ro-Ro shipEntry Into Force Date : 01 January 2013Background: The proposal was to update the Note 1 to table 19.1 and 19.2 as well as replace entire table 19.3 with the relevant amendments to regulation 1. The similar amendments were proposed together to chapter 7 of the HSC Code. Implication: No changes are required to ship construction but the cargo classes which vessels can carry may be affected. These changes to cargo class requirements.

Application: New ships (constructed on or after 1 January 2011).They are applied to existing ships through amendments to Chapter II-2, regulation 1. The following ships must comply no later than the date of the first renewal survey on or after January 1, 2011:

• cargo ships of 500 gt and above and passenger ships constructed on or after September 1,1984, but before January 1, 2011, and

• cargo ships of less than 500 gt constructed on or after February 1, 1992, but before January 1, 2011.

Exceptions: Chapter II-2, regulation 1 excepts older vessels from complying with certain requirements of the revised regulation 19 if they differ from those contained in the previous regulation 19 and the older regulation 54, which is being phased out. Specifically:

• alterations to cargo space fire detection systems are not required on older vessels if the revised regulation 19 requirements are different, and

• vessels built before July 1, 1998, do not need to comply with the revised regulation 19 ro-ro space separation requirements.

Note: The MSC 85 confirmed that the provisions of regulation II-2/19 do not apply to dangerous goods in “excepted quantities” pending entry into force of the relevant amendments to regulation II-2/19 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code)

2.) 2000 International Code of Safety for High-Speed Craft (2000 HSC Code)Paragraph 7.17 – Fire Safety – note 1 to table 7.17-1 and entire table 7.17-3A set of amendment similar to those to the SOLAS Chapter II-2 were introduced in the HSC Code 2000. Existing note 1 to table 7.17-1 has been revised to clarify an application of ventilation requirements for different classes of dangerous goods carried in container cargo spaces. Similar to the re-insertion of the footnote for SOLAS Regulation 19, footnotes 17 and 18 under table 7.17-3 of the 2000 HSC code were also agreed for re-insertion. Footnotes 9 and 10 under table 7.17-3 were also inserted. The MSC 85, in conjunction with the decision made to SOLAS Regulation II-2/19 above, agreed not apply the requirements to dangerous goods in excepted quantities pending entry into force of the relevant amendments (1 January 2011).

Amended By: MSC.271(85), [LR ref: 153-3]



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Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : High Speed CraftEntry Into Force Date : 01 January 2013Background: Similar amendments were approved for SOLAS Chapter II-2.Implication: Nominal, as this is primarily solving the inconsistencies between texts.

Applications: New crafts (constructed on or after 1 January 2011) and not later than the first renewal survey on or after a January 2011 for existing crafts (crafts constructed on or after 1 July 2002).

Note: MSC 85 confirmed that the provisions of Paragraph 7.17 do not apply to dangerous goods in “excepted quantities” pending entry into force of the relevant amendments to Paragraph 7.17 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code).

3.) Mandatory International Maritime Solid Bulk Cargo Code (IMSBC Code)Amendments 01-11Provisional entry into force – 1 January 2013 - MIGHT BE SUBJECT TO THE FURTHER CHANGE

Under discussion by the Maritime Safety Committee (MSC)IMSBC Code is enacted by Resolution MSC 268(85). It is intended to be reviewed and amended on a rolling two year basis by actions taken at the DSC sub committee.The latest amendments include major items such as;

• clarifying the roles and responsibilities for the cargo, especially by replacing the words ‘competent authority’ with ‘administration’ (in general this indicates whether it is a permanent requirement that might be built into the ship, and hence is covered by the ‘administration’ during build or modification, or if the requirement is more temporary in nature and may be done by the ‘competent authority’.

• Identifying cargoes where the ship’s fixed gas fire fighting system may be ineffective, and how to act accordingly.

• Further identifying cargoes which may self heat, deplete the atmosphere of oxygen, cake or other negative effect.

• Identifying cargoes where bunkering of fuel oil or pumping of fuel oil in adjacent spaces is not allowed.

• Major new entry for distillers dried grains with soluble – which basically describes it as reasonably benign.

• Fly ash is now split into ‘dry fly ash’ with the same requirements as previously, and ‘wet fly ash’ which has hazards that it may liquefy.

• New entry for ‘granular ferrous sulphate’, with several operational requirements.

• Identifying many cargoes which are liable to cake and especially to form overhangs during discharge.

Amended By: MSC.318(89) [198]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Bulk CarrierEntry Into Force Date : 01 January 2013Background: The new IMSBC code lays down requirements for ships wishing to carry cargoes listed in the code. Since requirements for cargoes are changed, added and new cargoes decided, it is known that the code will need regular updating accordingly the IMO has designed and implemented a system whereby the DSC sub committee decides and recommends changes on a rolling two year basis.



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Implication: Builder/Designer: Shipyards need to follow the IMSBC code for cargoes for which the ship is designed to carry. They need to be aware of amendments at an early stage. There are no actual major modifications or new designs proposed by this amendment except for the requirement for the ability to apply copious amounts of water for cargoes where the fixed gas system may not work, and it is assumed this will be accepted by some arrangement from the fire main.Manufacturer: This amendment does not include significant changes to manufacturers, except for the potential for more measuring and detection equipment on a temporary basis and possibly to provide equipment to assist in the provision of copious amounts of water for some cargoes where the fixed gas extinguishing system may be ineffective.

Shipowner: Owners are to note the following:

• For cargoes where it has been identified that the fixed gas system may be ineffective, owners may have to fit new, albeit temporary, arrangements to comply such as extra fire hoses. Owners will be expected to take extra caution for cargoes which may cake.

• Owners may need to take notice of new cargoes which may self heat or deplete the atmosphere of oxygen.

• The identification of the ‘Administration’ being responsible for certain elements may assist the owner in ascertaining that it is expected to be a permanent feature, or one fitted at build or modification.

• Owners will need to note the issues with bunkering or moving fuel oil adjacent to certain new cargoes.

• Owners to note new cargo listings for; Distillers dried grains with soluble, wet fly ash (may liquefy), ferrous sulphate heptahydrate, granular ferrous sulphate, and magnesium sulphate fertilisers.

Flag Administration and its RO: Most cargoes have certain requirements and thus it is principally a question of checking the latest version to see which well known requirement is applicable for that cargo. In the limited instances of unusual requirements, the familiarisation needed to comply is minimal.Application:All ships carrying solid bulk cargoes regardless of ship type or date of construction from:

• 1 January 2012 on voluntary basis

• 1 January 2013 on mandatory basis



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Material

1.) SOLAS 1974. Chapter II-1 - Construction - Structure, subdivision and stability, machinery and electrical installationsThis regulation makes the performance standard mandatory. The following are the key points of the draft SOLAS regulation:

• It sets up entry into force date by building contract, keel lay date and delivery date (in the same manner current SOLAS reg. II-1/3-2 defines);

• It refers to the mandatory coating standard, which is to be adopted simultaneously;

• It accepts alternative measures – i.e., use of the corrosion resistant steel, subject to compliance with the mandatory standard that will be developed by the IMO.

• The requirements do not apply to combination carriers and chemical tankers.

For the definition of a “crude oil tanker”, references are made to items 1.11.1 and 1.11.4 of the Supplement to the International Oil Pollution Prevention Certificate (Form B).In conjunction with the amendment to the SOLAS, the following mandatory resolutions were adopted.

1. Resolution MSC.288(87) on Performance standard for protective coatings for cargo oil tanks of crude oil tankers - MSC 87 adopted MSC resolution on Performance standard for protective coatings for cargo oil tanks of crude oil tankers. The performance standard contains requirements for the following items

• Area of application.

• Design of the coating system

• Primary and secondary surface preparation

• Inspection and verification requirements

• Test procedures for coating systems.

Alternative coating systems can also be considered under this standard. Details of text procedures are included in the standard.

Implications:

• Owner and builders: the coating standard will affect fabrication process of crude oil tanker and to some extent, design itself. Builders would be required to have a qualified paint inspector for the job.

• Flag Administrations and their ROs (Classification Societies): to be ready for the appropriate implementation once this discussion is concluded in the IMO.

2. Resolution MSC.289(87) on Performance standard for alternative means of corrosion protection for cargo oil tanks of crude oil tankers - This standard currently only contains requirements for “corrosion resistant steel”. As alternative means of corrosion protection (other than protective coatings covered in the above standard) are developed, additional annexes may be written and added to this standard. The current annex includes requirements for the testing of corrosion resistance steel.

Implications:

• Owner and builders: the standard will affect the fabrication of crude oil tankers and, to some extent, the design itself.

• Flag Administrations and their ROs (Classification Societies): to be ready for the appropriate implementation.



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3. MSC.1/Circ. 1381 - Updating footnotes of Performance Standards for Protective Coating (PSPC) for Cargo Oil Tanks of Crude Oil Tankers (resolution MSC.288 (87)) and Performance Standard for Protective Coatings for Dedicated Seawater Ballast Tanks in all Types of Ships and Double-Side Skin Spaces of Bulk Carriers (MSC.215 (82)) - An updates of the footnote in MSC.288 (87) to include new testing standards for alternative testing technology was agreed. A similar for the PSPC for Ballast Water Tank (MSC.215 (82)) were also agreed.

Implication:

• Builders will have another option for measuring salt limit during construction which may facilitate their work.

• Application: For the construction of ships subject to SOLAS II-1/3-1 or/and 3-11. In general this will be all ship types of 500 gt or more.

4. MSC.1/Circ. 1399 on Guidelines on the procedures for in-service maintenance and repair of coating systems for cargo oil tanks of crude oil tankersBackground: Protective coatings are required in cargo oil tanks on crude oil tankers by SOLAS II-1/3-11. This circular gives guidelines for the in-service repair and maintenance of coatings.

Summary: Specific guidance on the repair and maintenance is given (including “permissible” levels of deterioration before repair is required, coating thicknesses of repairs and conditions before repair can be carried out).

Implications:Owners: The guidelines can be used as a reference document when repair or re-coating is required. There will be a significant impact on these works. Flag Administrations/Recognized

Organizations: will need to include the guidance in training and instructions to surveyors.

Application: Coating requirements of cargo oil tanks on crude oil tankers of 5,000 dwt or above contracted for construction on or after 1 January 2013.

Amended By: Res MSC.291(87) [167]Relates To: NEW SHIPS, Ship Type : Oil tankerEntry Into Force Date : 01 January 2013Background: Following the accident resulted from the structural failure tankers; corrosion protection measures for cargo oil tankers were developed. This regulation makes the performance standard mandatory.Implication: Owner and builders: the coating standard will affect fabrication process of crude oil tanker and to some extent, design itself. Builders would be required to have a qualified paint inspector for the job.

Flag Administrations and their ROs (classification societies): to be ready for the appropriate implementation once this discussion is concluded in the IMO.Application: To new crude oil tankers of 5000 dwt or above engaged on international voyages from the following date:

• Contract date: 1 January, 2013

• Keel laid date (in the absence of a building contract): 1 July, 2013

• Delivery date: 1 January, 2016



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Pollution Garbage

1.) MARPOL 73/78. Annex V - Regulations for the Prevention of Pollution by Garbage from shipsThe amendment will impose “general prohibition” of discharges to sea i.e. as a default, no discharge of garbage to sea is permitted, unless specifically permitted. Food waste excluding cooking oil and cargo residues may be discharged to sea under certain conditions. In addition the definitions have been significantly revised and additional definitions added. A garbage management plan is now required for all ships of 100 gt and above and on every ship carrying 15 persons or more.

It should be noted that with regard to the revised MARPOL Annex V, there appears to be operational and safety-related issues in addition to the environmental related issues, for example:

- The management of cargo residues and cargo hold washing water, retention on board of cargo hold washing water may pose a stability related problem and may introduce additional structural problem due to sloshing.

- The status of deck (and other external part of ship) washing water - Cleaning agents or additives contained in deck and external surfaces wash water may be discharged into the sea, but only if these substances are not harmful to the marine environment

The planned regulations refer to “guidelines to be developed by the Organization” which are expected to be an updated version of the current “Guidelines for the implementation of MARPOL Annex V and will provide further detail concerning the implementation of the requirements.

The following instruments were also developed in relation to this amendment.

Guidelines for the implementation of MARPOL Annex V (Garbage) (MEPC. 219(63))In order to support implementation of the new MARPOL Annex V adopted by resolution MEPC 201 (62) which will enter into force on 1 January 2013, a set of guidelines were adopted:

The critical issue is the classification of the cargo residue (including cleaning agents or additives contained in cargo hold, deck and external surface wash water that are harmful to the marine environment), which are not allowed to discharge into the sea.

Guidelines for the development of garbage management plans (MEPC 220 (63))These Guidelines provide direction on complying with the requirements for a ship's garbage management plan, and are intended to assist the shipowner/operator in the implementation of regulation 10.2 of the revised MARPOL Annex V.

Amended By: Resolution MEPC.201(62) [LR ref: 184-D]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : FSUs and FPSOs, High Speed Craft, and MODUsEntry Into Force Date : 01 January 2013Background: MARPOL Annex V has been comprehensively revised and updated.

Implication: Builders: This implication has given rise to a number of safety and practical issues. Storage of washing water in cargo holds is not feasible due to the adverse effect of free surface on ship stability and the need to have the hold ready for the next cargo. Storage of washings in ballast tanks could lead to damage to the pumping systems and coatings, and have implications for ballast water treatment systems and their lack of capacity as the vessel is usually in ballast condition during washing operations. The lack of adequate reception facilities is also causing concerns.



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Owners & Managers: In addition to the implications listed for builders, the garbage management plan must be reviewed and updated accordingly. In relation to cargo hold/deck washing water discharge, IMO may consider developing a list of clearing agents/additives. Information on reception facilities (and availability) would be very important for the operation of ships that generate cargo residues.

Flag States and its ROs: In addition to the above implication for builders and owners, flag and RO should advise ISM auditors about the expansion of the requirement of garbage management plan.

Application: All ships, including new and existing ships from 1 January 2013. Impact will be significant to all ships with additional impacts for fishing vessels and dry cargo ships. The requirements are also applicable to fixed or floating platforms.



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1st July 2013Pollution Chemical

1.) MARPOL 73/78Amendments to MARPOL Annex I, II, IV, V and VI on regional arrangements for port reception facilitiesThis is designed to allow Small Island Developing States to satisfy MARPOL's requirements for port reception facilities through regional arrangements, using the Guidelines for the development of a Regional Reception Facilities Plan.

Amended By: Resolution MEPC.216 (63) [LR ref: 233]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2013Background: The proposal to establish regional arrangements for MARPOL Annex I and II, which was later on expanded to annexes IV V and VI was agreed.Implication: Shipowners: This official approval of a “regional arrangement” may impose operational restrictions as there may not be a reception facility in the port a ship is visiting. In case of a chemical tanker, this may cause a problem with pre-wash requirements. In such a case, a notification to the authority of the next port of call will be required.

Member States: This arrangement will facilitate further ratification of annexes to the MARPOL convention.

Applicability: All ships indirectly via new setting of port reception facility arrangements.

Various interpretations and amendments to the MARPOL convention were discussed, that included guidelines for revised Annex V adopted by MEPC 62 (resolution MEPC 201 (62)) which will enter into force on 1 January 2013.

Cargo residue, including washing water and cargo hold and deck, will impact operation of bulk carrier/general cargo ships significantly.



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*The first survey means the first annual survey, the first periodical survey or the first renewal survey, whichever is due first after the date specified. For a passenger ship, this is the first renewal survey for Passenger Ship Safety Certificate; for a cargo ship (non-passenger ship), this is either the Cargo Ship Safety Equipment Survey or, for ships with a Cargo Ship Safety Certificate, the Cargo Ship Safety Survey. For both passenger ships and cargo ships which are under construction, if the keel is laid before, but the ship is delivered after, the date specified in the relevant regulation, the first survey is the initial survey.Amended By: Res. MSC.282 (86) [LR ref: 158]Relates To: NEW SHIPS, Ship Type : Passenger shipEntry Into Force Date : 01 July 2013Background: A bridge watch navigational alarm system is a device which triggers an alarm if an Officer on Watch (OOW) becomes incapable of performing the OOW’s duties. IMO also adopted the performance standard as MSC. 128 (75) and there are ships which have already installed the equipment on a voluntary basis.








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Amended By: MSC.282(86) [LR ref: 159]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2013Background: ECDIS (Electronic Chart Display and Information System) is shipborne navigational equipment, which is regarded as an equivalent to paper charts as per the SOLAS regulation V/27 and the regulation V/19.2.1.4. In other words, it is currently optional equipment. By the amendment adopted at MSC 86, ECDIS will be mandatory for new ships in 2012 (passenger ships and oil tankers) or 2013/2014 (other ships). Existing ships will be required to retrofit the system.Implication: Shipbuilders and manufacturers














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1.) MARPOL 73/78. Annex III - Regulations for the Prevention of Pollution by Harmful Substances carried in bulk by sea in package formThe requirements for marking, labelling and documentation have been simplified to refer to the IMDG Code requirements. The appendix has also been updated.

Some changes for clarification for the Port State Control related regulations were also made during this session.

Amended By: Resolution MEPC.193(61) [0193]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2014Background: The revision of the MARPOL Annex III was tasked to the DSC Sub-Committee by MEPC 59 in order to:

• Revise the criteria defining marine pollutant in MARPOL Annex III so as to bring them in line with the recently revised Globally Harmonized System (GHS) criteria; and

• Revise certain documentation provision in MARPOL Annex III in order to align them with the proposed amendments to SOLAS regulation VII/4

Implication: Shippers and ship operators should note this development as the proposal is to harmonize all requirements to those stipulated in the IMDG Code; there should not be a significant impact.

Application: Ships carrying harmful substances in packaged form. The envisaged entry-into-force date is 1 January 2014, in order to align the entry-into-force date of these amendments with amendment (36-12) of the IMDG Code.



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1st July 2014Fire-safety

1.) Fire Safety Systems Code (FSS Code)Amendments were introduced to clarify that the spaces protected by fixed gas fire-extinguishing systems under FSS Code, chapter 5, 2.2.2 (release controls), should be the same as those spaces specified in FSS Code chapter 5, paragraph 2.1.3.2 and they should be provided with means to automatically give audible and visual warning of the release of fire- extinguishing medium, which would ensure consistency in the application of the requirements. Changes were introduced to both paragraphs to clarify the protection of the spaces by automatically giving audible and visual warning of the release of CO2.Chapter 5 paragraph 2.1.1.1 clarifies that adjacent spaces not separated by at least A-0 class divisions with independent ventilation systems should be considered as the same space. Paragraph 2.1.1.3 introduced instructions to avoid moving containers completely from their fixing position when checking remaining quantity, and for other types of extinguishing media, suitable surface indicators may be used.

In summary amendments to Ch.5 sections 2.1.1.1, 2.1.1.3, 2.1.3.2, 2.2.2.

Amended By: Draft text approved at MSC 90 awaiting final adoption at MSC 91 [LR ref: 220]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2014Background: FP was task to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 5. The amendments were addressing, spaces not separated by A-0 class divisions with independent ventilation to be considered as the same space; further instructions for crew to check the quantity of fire extinguishing systems (e.g. carbon dioxide systems and other types of extinguishing media); means to be provided for automatically giving visual and audible warnings of the release of fire-extinguishing medium into ro-ro spaces, container holds equipped with integral reefer containers, spaces accessible by doors or hatches and other spaces in which personnel normally work or have access.Implication: Advice for clients: Be aware of the changes made to to FSS Code, chapter 5, and apply them in a consistent manner.

Application: to new cargo ships of 500 gross tonnage and above, and passenger ships.



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1st January 2016Pollution Sewage

1.) MARPOL 73/78. Annex IV - Regulations for the Preventiion of Pollution by Sewage from shipsAmendments to Regulations, 1, 9, 11, 12bis, and form of certificate – for the establishment of a Special Area - were adopted.

More stringent requirements within the Special Area for discharging sewage from passenger ships that are contracted for construction or in the absence of a building contract, the commencing construction (keel laying) on or after 1 January 2016. In order to meet the requirement, a passenger ship must have holding tanks or a sewage treatment system meeting the new standard. The requirements will be applicable to existing ships as well from 1 January 2018. However, such enforcement is subject to the availability of sufficient reception facilities in the area.

Taking this opportunity, MEPC 62 also revised the certification form that was given in the appendix to the MARPOL convention to rectify existing inconsistencies.It should be noted that the DE Sub-Committee concluded its discussions on the performance standards for the new treatment systems that meet new requirements. These will be further discussed and hopefully agreed by MEPC 64 in October 2012. There are two areas where MEPC are asked to decide: whether a dilution factor is required or not (it may be possible to achieve the necessary nutrient reduction factor without removing anything, by just adding grey water) and the limits for the effluent reduction standard.

The following instruments are also under development in relation to this amendment.

Development of Technical Onboard Equipment in relation to the Designation of the Baltic Sea as a Special Sea under MARPOL Annex IV (MEPC 218 (63))This resolution calls for the development of onboard equipment which will make it possible to achieve the discharge standards required under MARPOL annex IV regulation 11.3. Unless this equipment is available the ships will have to discharge sewage at port reception facilities. The resolution also states that MEPC will keep under review the guidelines on implementation of effluent standards and performance tests for sewage treatment plants.

Amended By: Resolution MEPC.200(62) [LR ref: 195]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Passenger ship, and Ro-Ro passengerEntry Into Force Date : 01 January 2016Background: Because of the area’s geography, the water volume exchange rate in the Baltic Sea is very low – around 3% a year. As a result, there are concerns about the rising concentration of nutrients caused by discharges from large passenger ships in concentrated areas during concentrated periods.

Implication: Builders & Manufacturers: There will be major impacts for passenger ship builders as they will have to consider how to optimise their black and grey water discharge arrangements inside and outside the Special Areas. Manufacturers will need to review the proposed performance standard and ensure that equipment is developed which can meet it.

Owners: Major impact for passenger ship owners as they will have to consider how to optimise their black and grey water discharge arrangements inside and outside the Special Areas, plus the constraints of dry dockings and space available onboard. The system needs to be adaptable as there could be other regional (different) standards.

Flag Administrations and its ROs: As a consequence of the possible decision, they may be required to further consider more sewage type approval work for large capacity sewage treatment plants. In addition, approval of structure as well as arrangements of holding tanks would require careful attention.



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Application: All passenger ships visiting Special Areas. Application dates for new passenger ships will be from 1 January 2016 and for existing passenger ships will be from 1 January 2018.

It should be noted that the above dates are the earliest possible entry into force. The actual enforcement will be 12 months after notification of the readiness of the reception facilities. In other words, if the reception facilities required are not ready, the above dates could be postponed.



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1st July 2016Hull structure & Construction

1.) SOLAS 1974. Chapter II-1 - Construction - Structure, subdivision and stability, machinery and electrical installationsRegulation 2 – Definition (new paragraph 28 is added).

New regulation 3-10 ‘Goal-based ship construction standards for bulk carriers and oil tankers’ was adopted, which requires that classification rules shall comply with GBS. The regulation also requires ships to carry a Ship Construction File, provided upon delivery and kept updated throughout the ship’s life.

In conjunction with the above amendments, related documents have also been adopted or approved as applicable:

1. MSC Resolution on adoption of the international goal-based ship construction standards for bulk carriers and oil tankers (MSC.287(87))Classification rules applicable to these types of ships will be subject to the verification process given in the MSC resolution. This means that a classification society wishing to act as a recognised organisation for a flag as far as safety of construction is concerned will have to undergo a verification of its rules as well as a continuous verification of subsequent amendments to these rules in order to establish conformity with the functional requirements.

2. MSC Resolution on the guidelines for verification of conformity with goal based ship construction standards for bulk carriers and oil tankers (MSC.296(87))These Guidelines for verification of conformity with goal-based ship construction standards for bulk carriers and oil tankers provide the procedures necessary for demonstrating and verifying that the ship design and construction rules for bulk carriers and oil tankers of an Administration or its recognized organization conform to the Standards, including both the method and criteria to be applied during the verification process.

3. MSC Circular on guidelines for the information to be included in a Ship Construction File (MSC.1/Circ.1343)The aim of these Guidelines is to give additional guidance on the content of the Ship Construction File (SCF) to be provided upon delivery of new bulk carriers and oil tankers in accordance with SOLAS regulation II-1/3-10.4. With the purpose of balancing the legitimate goals of improving design transparency and safeguarding intellectual property protection, it was agreed to develop the SCF composed from an SCF onboard and an SCF supplement ashore.

Amended By: Res MSC.290(87) [175]Relates To: NEW SHIPS, Ship Type : Bulk Carrier, and Oil tankerEntry Into Force Date : 01 July 2016Background: The notion of "goal-based ship construction standards" (GBS) was introduced in IMO in 2002. There was a desire for IMO to play a larger role in determining the fundamental standards to which new ships are built. It was suggested that IMO should develop initial standards that would permit innovation in design but ensure that ships are constructed in such a manner that, if properly operated and maintained under specified conditions, they could remain safe for their entire economic life. The standards would also have to ensure that all parts of a ship can be easily accessed to permit proper inspection and ease of maintenance. GBS can therefore be thought of as rules for classification rules, rather than direct rules for ship design.Implication: Owner and builders: New bulk carriers and oil tankers will be required to be designed and built in accordance with GBS, by using a set of classification rules which have been verified by IMO as conforming to the GBS functional requirements.

Flag Administrations and recognised organisations: Classification rules applicable to these types of ships will be subject to the verification process given in the MSC resolution. This means that a classification society wishing to act as a recognised organisation for a flag administration as far as safety construction is concerned will have to undergo a verification of its rules as well as a continuous verification of subsequent amendments to these rules in order to establish conformity with the GBS functional requirements.



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Application: Oil tankers of 150m in length and above and bulk carriers of 150m in length and above, constructed with single deck, top-side tanks and hopper side tanks in cargo spaces, excluding ore carriers and combination carriers:

• for which the building contract is placed on or after 1 July 2016

• in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2017, or

• the delivery of which is on or after 1 July 2020.



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PROPOSED LEGISLATION1st July 2012Navigational equipment

1.) SOLAS 1974. Chapter V - Safety of navigationProvisional entry into force – 1 July 2012 – MIGHT BE SUBJECT TO FURTHER CHANGE

Under discussion by the Maritime Safety Committee (MSC)The MSC 87 approved draft amendments to the SOLAS regulation V/18, subject to adoption at MSC 88, to reflect annual testing of the AIS equipment as follows: The automatic identification system (AIS), shall be subjected to an annual test. The test shall be conducted by an approved surveyor or an approved testing or servicing facility. The test shall verify the correct programming of the ship static information, correct data exchange with connected sensors as well as verifying the radio performance by radio frequency measurement and on-air test using e.g. a Vessel Traffic Service (VTS). A copy of the test report shall be retained onboard the ship.

Amended By: subject to adoption at MSC 88Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Cargo ships (non-passenger ships), and Passenger shipEntry Into Force Date : 01 July 2012Background: Implication: So far as Safety Equipment Survey is carried out in conjunction with Safety Radio Survey, this may not induce any practical problem, however, the way to verify actual data in the transmission may require careful consideration.

Application details:Ships required to carry AIS onboard (all passenger ships regardless of tonnage and cargo ships (non-passenger ships) of 300 gt (engaged on international voyages), 500 gt (engaged on non-international voyages) or over).



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1st September 2013Bio-security

1.) Ballast Water Management (BWM) ConventionEstimated entry into force – 1 September 2013– THIS MAY BE SUBJECT TO FURTHER CHANGE

The following is the list of the guidelines approved in relation to the BWM Convention:

ID Issued as Title

G1 MEPC.152(55) GUIDELINES FOR SEDIMENT RECEPTION FACILITIES (G1)

G2 MEPC.173 (58) GUIDELINES FOR BALLAST WATER SAMPLING (G2)

G3 MEPC.123(53) GUIDELINES FOR BALLAST WATER MANAGEMENT EQUIVALENT COMPLIANCE (G3)

G4 MEPC.127(53) GUIDELINES FOR BALLAST WATER MANAGEMENT AND DEVELOPMENT OF BALLAST WATER MANAGEMENT PLANS (G4)

G5 MEPC.153(55) GUIDELINES FOR BALLAST WATER RECEPTION FACILITIES (G5)

G6 MEPC.124(53) GUIDELINES FOR BALLAST WATER EXCHANGE (G6)

G7 MEPC.162(56) GUIDELINES FOR RISK ASSESSMENT UNDER REGULATION A-4 (G 7)

G8 MEPC.174(58) GUIDELINES FOR APPROVAL OF BALLAST WATER MANAGEMENT SYSTEMS (G8)

G9 MEPC.169 (57) PROCEDURE FOR APPROVAL OF BALLAST WATER MANAGEMENT SYSTEMS THAT MAKE USE OF ACTIVE SUBSTANCES (G9)

G10 MEPC.140(54) GUIDELINES FOR APPROVAL AND OVERSIGHT OF PROTOTYPE BALLAST WATER TREATMENT TECHNOLOGY PROGRAMMES (G10)

G11 MEPC.149(55) GUIDELINES FOR BALLAST WATER EXCHANGE DESIGN AND CONSTRUCTION STANDARDS (G11)

G12 MEPC.150(55) & revised by MEPC.209 (63) GUIDELINES ON DESIGN AND CONSTRUCTION TO FACILITATE SEDIMENT CONTROL ON SHIPS (G12)

G13 MEPC.161(56) GUIDELINES FOR ADDITIONAL MEASURES INCLUDING EMERGENCY SITUATIONS (G13)

G14 MEPC.151(55) GUIDELINES ON DESIGNATION OF AREAS FOR BALLAST WATER EXCHANGE (G14)

MEPC.163(56) GUIDELINES FOR BALLAST WATER EXCHANGE IN THE ANTARTIC TREATY AREA

MEPC.206(62) PROCEDURE FOR APPROVING OTHER METHODS OF BALLAST WATER MANAGEMENT IN ACCORDANCEWITH REGULATION B-3.7 OF THE BWM CONVENTION

BWM.2/Circ.7 INTERIM SURVEY GUIDELINES FOR THE PURPOSE OF THE INTERNATIONAL CONVENTION FOR THE CONTROL AND MANAGEMENT OF SHIPS. BALLAST WATER AND SEDIMENTS UNDER THE HARMONISED SYSTEM OF SURVEY AND CERTIFICATION (RESOLUTION A.948(23))

BWM.2/Circ.20 (adopted at MEPC 59) GUIDANCE TO ENSURE SAFE HANDLING AND STORAGE OF CHEMICALS AND PREPARATIONS USED TO TREAT BALLAST WATER AND THE DEVELOPMENT OF SAFETY PROCEDURES FOR RISKS TO THE SHIP AND CREW RESULTING FROM THE TREATMENT PROCESS.

BWM.2/Circ.21 (adopted at MEPC 59) ENGINEERING QUESTIONNAIRE ON BALLAST WATER MANAGEMENT SYSTEMS.

BWM.2/circ.29 Revised by BWM.2/circ.29/rev.1 (adopted at MEPC 62) CLARIFICATION REGARDING THE APPLICATION DATES CONTAINED IN REGULATION B-3.1 OF THE BWM CONVENTION.

BWM.2/circ.32 (adopted at MEPC 62 APPLICABILITY OF THE BALLAST WATER MANAGEMENT CONVENTION TO HOPPER DREDGERS.

BWM.2/circ.33 (adopted at MEPC 62) GUIDANCE ON SCALING OF BALLAST WATER MANAGEMENT SYSTEMS.

The most updated information on the Ballast Water Technology is made available on the Lloyd’s Register’s website:

http://www.lr.org/documents/222616-latest-guidance-on-ballast-water-treatment-technologies.aspx



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Further In October 2010 LR issued the document "Ballast Water Treatment Systems - Guide for ship operators on procurement, installation and operation". The latest document is available on the LR website at:

http://www.lr.org/sectors/marine/documents/202264-ballast-water-treatment-systems-guidance-for-ship-operators-on-procurement-installation-and-operation.aspx

On entry into force, the BWM Convention will require all ships to manage ballast water and sediment, have an on board approved ballast water management plan, maintain a ballast water record book, hold a valid ballast water management certificate, and initially exchange ballast every voyage with limited exception and eventually treat all ballast using an approved ballast water treatment system.

The IMO at MEPC 62 agreed that water in the hopper area of hopper dredgers is not considered as ballast and issued BWM.2/Circ.32 “Applicability of the Ballast Water Management Convention” which clarifies this matter.

The IMO at MEPC 63 agreed that a Ballast Water Management Plan approved in a accordance with A.868(20) may remain valid until such time as the plan is required to be updated.

When a plan does require updating, for example to take account of the fact a treatment system has installed, then the plan will need to be amended to take account of IMO Resolution MEPC 127(53) and be re-approved.

Amended By: BWM Conference in 2004 [LR ref: 154]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 September 2013Background: The problem of the transfer of harmful aquatic organisms via ships ballast water was first raised at IMO in 1988 and since then Marine Environment Protection Committee (MEPC) has been dealing with the issue, focusing initially on the development of guidelines and then on developing the new Convention. The International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM Convention) was adopted on 13 February 2004.

The BWM Convention will enter into force 12 months after ratification by 30 States, representing 35% of world merchant shipping tonnage. To date (1 June 2012), 35 States representing 27.95% of the world merchant shipping tonnage have ratified this Convention.

MEPC 60 (March 2010) concluded that there are sufficient type-approved ballast water treatment technologies available for ships constructed in 2010, and subject to regulation B-3.3, and approved resolution MEPC.188(60) which clarifies that the exemption from applying the Convention for ships constructed in 2009 would not be further extended. Whilst recognising that although the requirements of regulation B-3.3 cannot be enforced before the entry into force of the BWM Convention, it should be clearly understood that the ballast water management systems installed on ships constructed between 1 January 2009 and the date of entry into force of the Convention will have to meet these requirements from the date of entry into force of the Convention. MEPC 61 agreed that for ships with ballast water capacity up to 5,000 cubic metres, including those constructed in 2011, there are sufficient technologies available and that their number is increasing. MEPC 62 noted that despite some difficulties, ballast water treatment technologies are available for certain types of vessels with high capacity and high flow rate and are currently being fitted on board some ships

Implication: Implications: All ships will be required to install and use an approved ballast water treatment system which is to be installed on a defined time scale based on the ships date of construction and ballast water capacity.

Application: Once the Convention enters into force, it will apply to all ships as follows:



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All ships will be required to install and use an approved ballast water treatment system which is to be installed on a defined time scale based on the ship’s date of construction and ballast water capacity, and have onboard and approved ballast water management plan and ballast water record book.

All ships over 400 gt will be required to be surveyed and issued with a ballast water management certificate valid for 5 years, subject to annual and intermediate surveys. For ships below 400 gt An Administration may specify a certification regime for applicable for their fleet for ships less than 400gt.

Exemptions::

1. exemptions may be granted to ships on voyages between specified ports or locations; or to ships which operate exclusively between specified ports or locations;2. such exemptions will be

2.1 effective for a period of no more than five years, subject to intermediate review;

2.2 granted to ships that do not mix ballast water or sediments, other than between the ports or locations specified in 1 above; and

2.3 granted based on the Guidelines on risk assessment in accordance with MEPC.162(56).

The LR lead specialist on this subject is Graham Greensmith, he can be contacted directly by email: [email protected]



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1. Regarding Ballast Water(BW) Exchange, the volumetric change of 95% of BW or flushing the tanks 3 times, how would that be confirmed if the Master has actually carried sufficient volumetric changes while in the mid voyage? Is the declaration by the Master in the BW Record Book sufficient to convince the PSC officers?This operational is up to the master to keep proper records to prove that three times the tank volume has been exchanged. It is very easy to do - just tank volume divided by rated capacity of the pump(s) used times the hours run of course an allowance needs to be made for starting up and slowing down etc. to ensure the calculation will equate to volume of water pumped through is three time tank volume.

The Master has to declare in the meeting the required BW Exchange standards, and to record the proper actions taken in the Record Book. Depending on the Flag/Port legislation, it can be a criminal offence if fraudulent action is taken by the Master.

The current requirement in the Great Lake areas is that inspection is done before the ship is granted permission to transit the Seaway/Great Lakes system to ensure compliance with ballast water regulations. Regulatory bodies test the salinity in certain ballast tanks in order to confirm that the salinity meets the minimum required salinity of 30 ppt (parts per thousand). Ships that do not comply with the minimum salinity of 30 ppt are required to retain all non-compliant ballast water onboard, return to sea and conduct a full ballast water exchange or treat the non-compliant ballast water with an approved treatment. Ballast water salinity is checked using a handheld salinity refractometer (Vee Gee Model A366ATC or Fisher 13-946-27) or with an electronic meter; such as, the YSI meter.

When the BWM Convention 2004 relating to BW Treatment is in force, it will be able to provide qualitative check to ensure post-treated BW is meeting the Reg. D-2 standards.

2. A written comment in the feedback form completed by a major shipbuilder who was at the BLG11 and MEPC56 sitting in the Ballast Water WG - "As I said, it is very difficult to follow/apply the requirements due to limited space in cargo pump room in tanker vessels. Hence requirements must be deleted or modified....." What are the requirements in terms of sampling points? Are they needed to be located in the cargo pump room?A PSC may ask for samples from two places firstly they may wish to sample the water in the tanks in which case normal tank access points (man holes , tank lids, dipping points etc) can be used. For treatment systems the D-2 standard is a discharge standard therefore a sampling point will be required near to the ballast overboard.

Unfortunately the IMO have not yet completed and approved the guidelines for sampling so it is not finalised what PSC will be entitled to do in way of sampling and what sampling points will be acceptable.

3. As per Ballast Water Management 2004, it also applies to FPSO and FSU. Since during most of its life FPSO/FSU are stationed in one place, and Ballast exchange and treatment does not make sense. How would the BW be managed?BWM would only apply to the voyage to the final station, not while the vessel was on station as ballast taken up and discharged in the same location is not subject to the convention.

4. The intent of BWM is to minimise the spread of non-indigenous species to areas other than their native waters. Most drill ships are operating in limited areas for a prolonged period, and may only make limited number of transits to other areas (say 4, 5 times) throughout the useful life of a drill ship. How would BWM affect this ship type? Do they need to be dealt with in the same way as other oceangoing ships? Any exemption or concession is allowed in applying BWM practices?BWM would only apply to the voyage to the final station not while the vessel was on station as ballast taken up and discharged in the same location is not subject to the convention.

5. What are the Ballast Water Management requirements of the US Gulf ?US Federal ballast water regulation would apply as ships in the US Gulf will be operating within the US EEZ i.e. 200 mile limit. Therefore exchange before arrival is required. For ships operating within the Gulf, there is an exemption for crude oil tankers on 'coastwise' trade and ships operating in what is termed as the same Captain of the Port (COTP) zone - we assume that this means within the limits of an area under the Control of one port captain.

6. What are the principles of Sequential Method, Flow-through Method, and Dilution Method?



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Sequential method – a process by which a ballast tank intended for the carriage of ballast water is first emptied and then refilled with replacement ballast water to achieve at least a 95 per cent volumetric exchange.

Flow-through method – a process by which replacement ballast water is pumped into a ballast tank intended for the carriage of ballast water, allowing water to flow through overflow or other arrangements.

Dilution method – a process by which replacement ballast water is filled through the top of the ballast tank intended for the carriage of ballast water with simultaneous discharge from the bottom at the same flow rate and maintaining a constant level in the tank through out the ballast exchange operation.

7. My ship is trading within a short international trip only (for example, Busan-Shanghai-Tokyo). The marine life in these areas are similar, and ballast water taken up and discharged in these areas should not have effects on ecological balance. In the BWM Convention 2004, is there any exemption granted in such cases?As per BWM Convention texts, the requirement of managing BW is applicable to ships on international voyages. There is no exception.

8. My ship is trading along the coast within the territorial waters of the same country (e.g. Seattle to Los Angeles , or Tianjin to Shanghai). My ship is not doing international voyages. Does my ship need to carry BW management?

There are two cases here.If a ship is flagged and operates in the waters of that country, BWM is not required under the convention unless national regulations apply.

If a foreign flag ship operates only in the waters of another country, then under the Convention BWM would not apply provided the country in which it operates gives an exemption from the BWM requirements. However, local national regulations will apply if any.

9. My ship was built in the 1980’s and is well maintained, but there is physically no room for retrofitting ballast treatment system. Also the electricity supply would not be sufficient for additional consumption due to the ballast water treatment system. In the BWM Convention 2004, is there any exemption granted in such cases?As per BWM Convention texts, there is no exemption in such cases.

10. Does maintenance procedures and requirements of the BW Treatment system need to be included in the BW Management Plan? It does not seem to be included in LR’s Model BWM Plan.Maintenance procedures and requirements of the BW Treatment system are not required to be included in the BWMP, but manufactures manual must be onboard and these must contain maintenance procedures.

11. For the BW treatment system which are using active substance (e.g. chemicals), are there any guidelines and requirements for the onboard handling, storage, etc. and also fire/safety aspects available for designers and operators?At present there are no IMO guidelines for fire/ safety handling, storage etc. However it is believed that the safety issues will be raised at the IMO with a view to produce guidelines but it is not known when this might happen. LR is aware that there are safety issues with at least one of the chemicals being proposed for use in treatment systems.



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Pollution Others

1.) Ballast Water Management (BWM) ConventionEstimated entry into force – 1 September 2013– THIS MAY BE SUBJECT TO FURTHER CHANGE

The following is the list of the guidelines approved in relation to the BWM Convention:

ID Issued as Title

G1 MEPC.152(55) GUIDELINES FOR SEDIMENT RECEPTION FACILITIES (G1)

G2 MEPC.173 (58) GUIDELINES FOR BALLAST WATER SAMPLING (G2)

G3 MEPC.123(53) GUIDELINES FOR BALLAST WATER MANAGEMENT EQUIVALENT COMPLIANCE (G3)

G4 MEPC.127(53) GUIDELINES FOR BALLAST WATER MANAGEMENT AND DEVELOPMENT OF BALLAST WATER MANAGEMENT PLANS (G4)

G5 MEPC.153(55) GUIDELINES FOR BALLAST WATER RECEPTION FACILITIES (G5)

G6 MEPC.124(53) GUIDELINES FOR BALLAST WATER EXCHANGE (G6)

G7 MEPC.162(56) GUIDELINES FOR RISK ASSESSMENT UNDER REGULATION A-4 (G 7)

G8 MEPC.174(58) GUIDELINES FOR APPROVAL OF BALLAST WATER MANAGEMENT SYSTEMS (G8)

G9 MEPC.169 (57) PROCEDURE FOR APPROVAL OF BALLAST WATER MANAGEMENT SYSTEMS THAT MAKE USE OF ACTIVE SUBSTANCES (G9)

G10 MEPC.140(54) GUIDELINES FOR APPROVAL AND OVERSIGHT OF PROTOTYPE BALLAST WATER TREATMENT TECHNOLOGY PROGRAMMES (G10)

G11 MEPC.149(55) GUIDELINES FOR BALLAST WATER EXCHANGE DESIGN AND CONSTRUCTION STANDARDS (G11)

G12 MEPC.150(55) & revised by MEPC.209 (63) GUIDELINES ON DESIGN AND CONSTRUCTION TO FACILITATE SEDIMENT CONTROL ON SHIPS (G12)

G13 MEPC.161(56) GUIDELINES FOR ADDITIONAL MEASURES INCLUDING EMERGENCY SITUATIONS (G13)

G14 MEPC.151(55) GUIDELINES ON DESIGNATION OF AREAS FOR BALLAST WATER EXCHANGE (G14)

MEPC.163(56) GUIDELINES FOR BALLAST WATER EXCHANGE IN THE ANTARTIC TREATY AREA

MEPC.206(62) PROCEDURE FOR APPROVING OTHER METHODS OF BALLAST WATER MANAGEMENT IN ACCORDANCEWITH REGULATION B-3.7 OF THE BWM CONVENTION

BWM.2/Circ.7 INTERIM SURVEY GUIDELINES FOR THE PURPOSE OF THE INTERNATIONAL CONVENTION FOR THE CONTROL AND MANAGEMENT OF SHIPS. BALLAST WATER AND SEDIMENTS UNDER THE HARMONISED SYSTEM OF SURVEY AND CERTIFICATION (RESOLUTION A.948(23))

BWM.2/Circ.20 (adopted at MEPC 59) GUIDANCE TO ENSURE SAFE HANDLING AND STORAGE OF CHEMICALS AND PREPARATIONS USED TO TREAT BALLAST WATER AND THE DEVELOPMENT OF SAFETY PROCEDURES FOR RISKS TO THE SHIP AND CREW RESULTING FROM THE TREATMENT PROCESS.

BWM.2/Circ.21 (adopted at MEPC 59) ENGINEERING QUESTIONNAIRE ON BALLAST WATER MANAGEMENT SYSTEMS.

BWM.2/circ.29 Revised by BWM.2/circ.29/rev.1 (adopted at MEPC 62) CLARIFICATION REGARDING THE APPLICATION DATES CONTAINED IN REGULATION B-3.1 OF THE BWM CONVENTION.

BWM.2/circ.32 (adopted at MEPC 62 APPLICABILITY OF THE BALLAST WATER MANAGEMENT CONVENTION TO HOPPER DREDGERS.

BWM.2/circ.33 (adopted at MEPC 62) GUIDANCE ON SCALING OF BALLAST WATER MANAGEMENT SYSTEMS.

The most updated information on the Ballast Water Technology is made available on the Lloyd’s Register’s website:

http://www.lr.org/documents/222616-latest-guidance-on-ballast-water-treatment-technologies.aspx

Further In October 2010 LR issued the document "Ballast Water Treatment Systems - Guide for ship operators on procurement, installation and operation". The latest document is available on the LR website at:



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http://www.lr.org/sectors/marine/documents/202264-ballast-water-treatment-systems-guidance-for-ship-operators-on-procurement-installation-and-operation.aspx

On entry into force, the BWM Convention will require all ships to manage ballast water and sediment, have an on board approved ballast water management plan, maintain a ballast water record book, hold a valid ballast water management certificate, and initially exchange ballast every voyage with limited exception and eventually treat all ballast using an approved ballast water treatment system.

The IMO at MEPC 62 agreed that water in the hopper area of hopper dredgers is not considered as ballast and issued BWM.2/Circ.32 “Applicability of the Ballast Water Management Convention” which clarifies this matter.

The IMO at MEPC 63 agreed that a Ballast Water Management Plan approved in a accordance with A.868(20) may remain valid until such time as the plan is required to be updated.

When a plan does require updating, for example to take account of the fact a treatment system has installed, then the plan will need to be amended to take account of IMO Resolution MEPC 127(53) and be re-approved.

Amended By: BWM Conference in 2004 [LR ref: 154]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 September 2013Background: The problem of the transfer of harmful aquatic organisms via ships ballast water was first raised at IMO in 1988 and since then Marine Environment Protection Committee (MEPC) has been dealing with the issue, focusing initially on the development of guidelines and then on developing the new Convention. The International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM Convention) was adopted on 13 February 2004.

The BWM Convention will enter into force 12 months after ratification by 30 States, representing 35% of world merchant shipping tonnage. To date (1 June 2012), 35 States representing 27.95% of the world merchant shipping tonnage have ratified this Convention.

MEPC 60 (March 2010) concluded that there are sufficient type-approved ballast water treatment technologies available for ships constructed in 2010, and subject to regulation B-3.3, and approved resolution MEPC.188(60) which clarifies that the exemption from applying the Convention for ships constructed in 2009 would not be further extended. Whilst recognising that although the requirements of regulation B-3.3 cannot be enforced before the entry into force of the BWM Convention, it should be clearly understood that the ballast water management systems installed on ships constructed between 1 January 2009 and the date of entry into force of the Convention will have to meet these requirements from the date of entry into force of the Convention. MEPC 61 agreed that for ships with ballast water capacity up to 5,000 cubic metres, including those constructed in 2011, there are sufficient technologies available and that their number is increasing. MEPC 62 noted that despite some difficulties, ballast water treatment technologies are available for certain types of vessels with high capacity and high flow rate and are currently being fitted on board some ships

Implication: Implications: All ships will be required to install and use an approved ballast water treatment system which is to be installed on a defined time scale based on the ships date of construction and ballast water capacity.

Application: Once the Convention enters into force, it will apply to all ships as follows:

All ships will be required to install and use an approved ballast water treatment system which is to be installed on a defined time scale based on the ship’s date of construction and ballast water capacity, and have onboard and approved ballast water management plan and ballast water record book.



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All ships over 400 gt will be required to be surveyed and issued with a ballast water management certificate valid for 5 years, subject to annual and intermediate surveys. For ships below 400 gt An Administration may specify a certification regime for applicable for their fleet for ships less than 400gt.

Exemptions::

1. exemptions may be granted to ships on voyages between specified ports or locations; or to ships which operate exclusively between specified ports or locations;2. such exemptions will be

2.1 effective for a period of no more than five years, subject to intermediate review;

2.2 granted to ships that do not mix ballast water or sediments, other than between the ports or locations specified in 1 above; and

2.3 granted based on the Guidelines on risk assessment in accordance with MEPC.162(56).

The LR lead specialist on this subject is Graham Greensmith, he can be contacted directly by email: [email protected]



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1. Regarding Ballast Water(BW) Exchange, the volumetric change of 95% of BW or flushing the tanks 3 times, how would that be confirmed if the Master has actually carried sufficient volumetric changes while in the mid voyage? Is the declaration by the Master in the BW Record Book sufficient to convince the PSC officers?This operational is up to the master to keep proper records to prove that three times the tank volume has been exchanged. It is very easy to do - just tank volume divided by rated capacity of the pump(s) used times the hours run of course an allowance needs to be made for starting up and slowing down etc. to ensure the calculation will equate to volume of water pumped through is three time tank volume.

The Master has to declare in the meeting the required BW Exchange standards, and to record the proper actions taken in the Record Book. Depending on the Flag/Port legislation, it can be a criminal offence if fraudulent action is taken by the Master.

The current requirement in the Great Lake areas is that inspection is done before the ship is granted permission to transit the Seaway/Great Lakes system to ensure compliance with ballast water regulations. Regulatory bodies test the salinity in certain ballast tanks in order to confirm that the salinity meets the minimum required salinity of 30 ppt (parts per thousand). Ships that do not comply with the minimum salinity of 30 ppt are required to retain all non-compliant ballast water onboard, return to sea and conduct a full ballast water exchange or treat the non-compliant ballast water with an approved treatment. Ballast water salinity is checked using a handheld salinity refractometer (Vee Gee Model A366ATC or Fisher 13-946-27) or with an electronic meter; such as, the YSI meter.

When the BWM Convention 2004 relating to BW Treatment is in force, it will be able to provide qualitative check to ensure post-treated BW is meeting the Reg. D-2 standards.

2. A written comment in the feedback form completed by a major shipbuilder who was at the BLG11 and MEPC56 sitting in the Ballast Water WG - "As I said, it is very difficult to follow/apply the requirements due to limited space in cargo pump room in tanker vessels. Hence requirements must be deleted or modified....." What are the requirements in terms of sampling points? Are they needed to be located in the cargo pump room?A PSC may ask for samples from two places firstly they may wish to sample the water in the tanks in which case normal tank access points (man holes , tank lids, dipping points etc) can be used. For treatment systems the D-2 standard is a discharge standard therefore a sampling point will be required near to the ballast overboard.

Unfortunately the IMO have not yet completed and approved the guidelines for sampling so it is not finalised what PSC will be entitled to do in way of sampling and what sampling points will be acceptable.

3. As per Ballast Water Management 2004, it also applies to FPSO and FSU. Since during most of its life FPSO/FSU are stationed in one place, and Ballast exchange and treatment does not make sense. How would the BW be managed?BWM would only apply to the voyage to the final station, not while the vessel was on station as ballast taken up and discharged in the same location is not subject to the convention.

4. The intent of BWM is to minimise the spread of non-indigenous species to areas other than their native waters. Most drill ships are operating in limited areas for a prolonged period, and may only make limited number of transits to other areas (say 4, 5 times) throughout the useful life of a drill ship. How would BWM affect this ship type? Do they need to be dealt with in the same way as other oceangoing ships? Any exemption or concession is allowed in applying BWM practices?BWM would only apply to the voyage to the final station not while the vessel was on station as ballast taken up and discharged in the same location is not subject to the convention.

5. What are the Ballast Water Management requirements of the US Gulf ?US Federal ballast water regulation would apply as ships in the US Gulf will be operating within the US EEZ i.e. 200 mile limit. Therefore exchange before arrival is required. For ships operating within the Gulf, there is an exemption for crude oil tankers on 'coastwise' trade and ships operating in what is termed as the same Captain of the Port (COTP) zone - we assume that this means within the limits of an area under the Control of one port captain.

6. What are the principles of Sequential Method, Flow-through Method, and Dilution Method?



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Sequential method – a process by which a ballast tank intended for the carriage of ballast water is first emptied and then refilled with replacement ballast water to achieve at least a 95 per cent volumetric exchange.

Flow-through method – a process by which replacement ballast water is pumped into a ballast tank intended for the carriage of ballast water, allowing water to flow through overflow or other arrangements.

Dilution method – a process by which replacement ballast water is filled through the top of the ballast tank intended for the carriage of ballast water with simultaneous discharge from the bottom at the same flow rate and maintaining a constant level in the tank through out the ballast exchange operation.

7. My ship is trading within a short international trip only (for example, Busan-Shanghai-Tokyo). The marine life in these areas are similar, and ballast water taken up and discharged in these areas should not have effects on ecological balance. In the BWM Convention 2004, is there any exemption granted in such cases?As per BWM Convention texts, the requirement of managing BW is applicable to ships on international voyages. There is no exception.

8. My ship is trading along the coast within the territorial waters of the same country (e.g. Seattle to Los Angeles , or Tianjin to Shanghai). My ship is not doing international voyages. Does my ship need to carry BW management?

There are two cases here.If a ship is flagged and operates in the waters of that country, BWM is not required under the convention unless national regulations apply.

If a foreign flag ship operates only in the waters of another country, then under the Convention BWM would not apply provided the country in which it operates gives an exemption from the BWM requirements. However, local national regulations will apply if any.

9. My ship was built in the 1980’s and is well maintained, but there is physically no room for retrofitting ballast treatment system. Also the electricity supply would not be sufficient for additional consumption due to the ballast water treatment system. In the BWM Convention 2004, is there any exemption granted in such cases?As per BWM Convention texts, there is no exemption in such cases.

10. Does maintenance procedures and requirements of the BW Treatment system need to be included in the BW Management Plan? It does not seem to be included in LR’s Model BWM Plan.Maintenance procedures and requirements of the BW Treatment system are not required to be included in the BWMP, but manufactures manual must be onboard and these must contain maintenance procedures.

11. For the BW treatment system which are using active substance (e.g. chemicals), are there any guidelines and requirements for the onboard handling, storage, etc. and also fire/safety aspects available for designers and operators?At present there are no IMO guidelines for fire/ safety handling, storage etc. However it is believed that the safety issues will be raised at the IMO with a view to produce guidelines but it is not known when this might happen. LR is aware that there are safety issues with at least one of the chemicals being proposed for use in treatment systems.



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1.) SOLAS 1974. Chapter VII- Carriage of dangerous goodsPrimary changes being introduced is change in the requirements for the provision of the information on the dangerous goods.

A member State raised concerns over the replacement of the term “transport document” with “transport information”, and other changes made to the existing text. However, the Chairman of the DSC Sub-Committee explained that it was the term used in the IMDG Code. It was also noted that MEPC 60 approved the revised text. The Committee approved the text as prepared by the DSC 14.

Amended By: Under discussion by the Maritime Safety Committee (MSC) [LR ref: 187-D]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2014Background: Draft amendment to SOLAS Chapter VII, Regulation 4 (Subject to the final adoption at MSC 90)

Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGEUnder discussion by the Maritime Safety Committee (MSC)

The IMO has been discussing the amendments to the SOLAS regulation VII/4 in order to eliminate any inconsistency against the IMDG Code. The MSC 87 approved the draft amendments to SOLAS regulation VII/4, with the view to adoption at MSC 90, with the envisaged entry into force date of 1 January, 2014, in order to align them with the amendment (36-12) to the IMDG Code.

Implication: The documentation requirements have been simplified in SOLAS to make the reference to the IMDG Code requirements only. Shippers of dangerous goods will need to review their existing procedures to ensure that they comply with the requirements.

Application: Ships carrying dangerous goods in the packaged form. This requirement will enter into force on 1 January, 2014.

2.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinctionAmendments to Reg. 19 - Carriage of dangerous goods

Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE

Clarification on the application of SOLAS II-2/19.3 amendments adopted by MSC.269(85), to existing ships (constructed between1984 but before 2002)Draft amendment to SOLAS regulation II-2/19 (previous regulation 54), to clarify that some provisions of reg. 19 are not applicable to ships constructed between 1984 and 2002, was approved at MSC 89 for adoption at MSC 90. Meanwhile, an MSC Circular on this issue was also approved for early notification purpose as MSC.1/Circ.1407.

Amended By: Under discussion by the Maritime Safety Committee (MSC) [LR ref: 214-D]Relates To: EXISTING SHIPS, Ship Type : Bulk Carrier, High Speed Craft, Other, Passenger ship, Ro-Ro Cargo, and Ro-Ro passengerEntry Into Force Date : 01 January 2014Background: Application of SOLAS regulation II-2/19 (previous regulation 54) to ships built between 1984 and 2002 was not clear. There could be unintended application to these ships if the text is read literally.



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Implication: (Shipowners and ship managers): The above amendments to the applicability of SOLAS II-2/19 will not have significant impact, as it is merely reflects current industry practice.

Applicability: Discussion on interpretation of SOLAS regulation II-2/19 - all ships intended for the carriage of packaged dangerous goods constructed on or after 1 September 1984 but before 1 July 2002.



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Documentation

1.) SOLAS 1974. Chapter VII- Carriage of dangerous goodsPrimary changes being introduced is change in the requirements for the provision of the information on the dangerous goods.

A member State raised concerns over the replacement of the term “transport document” with “transport information”, and other changes made to the existing text. However, the Chairman of the DSC Sub-Committee explained that it was the term used in the IMDG Code. It was also noted that MEPC 60 approved the revised text. The Committee approved the text as prepared by the DSC 14.

Amended By: Under discussion by the Maritime Safety Committee (MSC) [LR ref: 187-D]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2014Background: Draft amendment to SOLAS Chapter VII, Regulation 4 (Subject to the final adoption at MSC 90)

Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGEUnder discussion by the Maritime Safety Committee (MSC)

The IMO has been discussing the amendments to the SOLAS regulation VII/4 in order to eliminate any inconsistency against the IMDG Code. The MSC 87 approved the draft amendments to SOLAS regulation VII/4, with the view to adoption at MSC 90, with the envisaged entry into force date of 1 January, 2014, in order to align them with the amendment (36-12) to the IMDG Code.

Implication: The documentation requirements have been simplified in SOLAS to make the reference to the IMDG Code requirements only. Shippers of dangerous goods will need to review their existing procedures to ensure that they comply with the requirements.

Application: Ships carrying dangerous goods in the packaged form. This requirement will enter into force on 1 January, 2014.

2.) SOLAS 1974. Chapter XI-1 - Speacial measures to enhance maritime safetyESP CodeEstimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGEFollowing the amendments it was agreed to make the new Resolution an IMO Code.

The requirements of the Code are mandatory under SOLAS XI-1/2, which is to be amended to refer to the new [2011] ESP Code.

The 2011 ESP Code covers enhanced survey requirements for all bulk carriers and oil tankers over 500 gt. It is in two annexes each with two parts covering bulk carriers (Annex A) and oil tankers (Annex B), both single skin and double skin construction. The requirements for enhanced surveys have been aligned with the IACS Z10 series and have been harmonized between parts. Where ships are already prepared for survey in accordance with the IACS Z10 series then there will be nothing significantly different. Most of the amendments are editorial to correct references or to bring clarity to the meaning of the text. Procedural requirements for thickness measurements have been included in all parts of the Code. Thickness measurements should now form part of the close-up survey where such a survey is required. The minimum thickness may be recorded separately if wanted, provided that the record is attached to the thickness measurement document.The requirements for tank testing have been clarified and the head to which tanks are to be tested is stated.

A new annex with guidelines for thickness measurements of side shell frames and brackets in single side skin bulk carriers required to comply with Res. MSC.168(79) has been added to Annex A, Part A. This annex gives information about pitting and thickness measurement in high risk areas.



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For oil tankers a definition of combined cargo/ballast tank has been included. Where ballast water is routinely carried in a cargo tank then the tank should be treated as a ballast tank for the purposes of the Code.

Amendments have been proposed to other mandatory IMO instruments which currently make reference to the old A.744(18) so that they refer to the new Code.Relevant instruments

• Resolution A.1049(27), 2011 ESP Code

• Amendments to resolution MSC.215(82) “Performance standard for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers”

• Amendments to resolution MSC.288(87) “Performance standard for protective coatings for cargo oil tanks of crude oil tankers”

• Amendments to resolution MEPC.94(46), as amended, “Condition assessment scheme (CAS)”

Amended By: Under discussion by the Maritime Safety Committee (MSC) [LR ref: 207-D]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Bulk Carrier, and Oil tankerEntry Into Force Date : 01 January 2014Background: Resolution A.744(18) is the mandatory IMO guidelines on the enhanced programme of inspections during surveys for bulk carriers and oil tankers. The IACS UR Z10 series also covers enhanced surveys for bulk carriers and oil tankers. The two documents were not requesting the same things, so Resolution A.744(18) was reviewed to bring them into line. Other amendments have been made to ensure consistency of terminology between the different parts of the Resolution.Implication: Builder/Designer: Builders / designers may wish to consider changing designs to improve access for close-up survey in the future.

Manufacture: None.Owner: Where owners are already preparing ships for survey in accordance with the IACS Z10 series there should not be significant implication.

Flag/RO: Ships should be adequately prepared for survey to a known standard.

Application: Bulk carriers and Oil Tankers of 500 gt or above engaged on international voyages.



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Fire-safety

1.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinctionAmendments concerning fire integrity of bulkheads and decks of ro-ro spaces (including special category spaces) and cargo ships.


Under discussion by the Maritime Safety CommitteeFor cargo ships, it was proposed that the fire integrity of bulkheads and decks between ro-ro spaces or vehicle spaces of such ships as prescribed in the present tables 9.5 and 9.6 of SOLAS chapter II-2 should be increased from the present “*h” to “A-30” class.

For ro-ro spaces on passenger ships carrying no more than 36 passengers, it was proposed that the fire integrity of bulkheads and decks between ro-ro spaces or special category spaces of such ships, as prescribed in present tables 9.3 and 9.4 of SOLAS chapter II-2, should be increased from the current “A-0” to “A-30” class.MSC 88 approved the draft amendments to regulation II-2/9 with a view to be adopted at MSC 90. Tables 9.3; 9.4; 9.5 and 9.6 were amended to reflect increase in fire integrity protection.

Amended By: Under discussion by the Maritime Safety Committee [183-D]Relates To: NEW SHIPS, Ship Type : Ro-Ro Cargo, Ro-Ro passenger, and Ro-Ro shipEntry Into Force Date : 01 January 2014Background: Investigations indicate that solid combustibles carried by the vehicles and vehicles themselves have become the primary fire source. A Tests and calculations show that a fire that occurs on a ro-ro cargo deck with a typical length of 180 m can grow to almost 80 MW before it reaches the ventilation control, and the average gas temperature can be as high as between 250°C and 300°C. Consequently, the temperature and heat radiation above the fire can be extremely high (refer to SP 2006:02 of Swedish National Testing and Research Institute). This means that there is an apparent risk for fire to spread through heat conduction to decks above. China proposed that special spaces or ro-ro cargo spaces of ro-ro passenger ships should also be classified as spaces with high-fire risk since the consequences of fire spread in these spaces could have a similar catastrophic impact on the ship. Therefore, the fire integrity standards and the categorization should be the same for special spaces and ro-ro cargo spaces.Implication: Increased structural fire protection requirements for new ro-ro cargo ships and ro-ro passenger ships carrying less than 36 passengers.

Application: Intended for new ships (both ro-ro passenger ships carrying less than 36 passengers (regardless tonnage) and ro-ro cargo ships (500 gt or over)) constructed on or after 1 January 2014.

2.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinctionAmendments to SOLAS regulation II-2/1 – Application


Under discussion by the Maritime Safety CommitteeIt is expected that the draft amendments to the SOLAS regulation 9, 10 and 20 will enter into force on 1 January 2014, will be applicable only to new ships. Amendments to Regulation II-2/1 are going to be further considered at FP 55.Amended By: Under discussion by the Maritime Safety CommitteeRelates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2014



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Background: In order to clarify the application date of the amendments to regulation 9, 10 and 20 given below, appropriate amendments to regulation II-2/ 1 (Application) were proposed by the Drafting Group (DG) formed at MSC (88) in order to clarify that application is only to new ships. (MSC 88/26 p 9.7-9.9).Implication: Please refer to respective regulations.

3.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinctionAmendment to SOLAS regulation II-2/10 – Fire fighting.

Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO FURTHER CHANGE.

Under discussion by the Maritime Safety Committee.In regulation II-2/10.5.6.3.1, the words "used for the ship's main propulsion and power generation" are deleted. MSC 88 approved the amendment with view to adoption at MSC 90.

MSC Circular on Revised guidelines for the Approval of Fixed Water-Based Local Application Fire-Fighting Systems for use in category A machinery spaces (MSC.1/Circ.913), including consequential amendment to SOLAS II-2 / 10.5.6.3.1 (MSC.1/Circ. 1387)The MSC 88 approved the MSC Circ.1/1387 and as a consequence, draft amendments to SOLAS II-2/10.5.6.3 were approved at MSC 88 (for final adoption at MSC 90 in May 2012).

Amended By: Under discussion by the Maritime Safety Committee [201]Relates To: NEW SHIPS, Ship Type : Cargo ships (non-passenger ships), and Passenger shipEntry Into Force Date : 01 January 2014Background: In the course of revising MSC Circular .913 on application of fire-fighting system it was found that revision of the SOLAS convention was required.

When considering fixed local application of fire-fighting systems, the working group established by the FP Sub-Commitee found that the systems should be installed for the protection of all internal combustion machinery in Category A machinery spaces and not just machinery used for the ship’s main propulsion and power generation. In response to comments raised in FP 54 plenary about implementing carriage requirements in the FSS Code (i.e. carriage requirements should be stipulated in the SOLAS Convention), the group agreed to delete paragraph 3.2.6 of the guidelines, and instead agreed to the draft amendments to SOLAS regulation II-2/10.5.6.3.1, for submission to MSC 88 for approval and subsequent adoption.

Implication: Once adopted it is intended that new systems will meet the requirements of the revised MSC/Circ 913 now renumbered as MSC.1/Circ. 1387, except that fire and component tests previously conducted in accordance with MSC/Circ 913 remain valid for the approval of new systems. Existing fixed water-based local application fire-fighting systems approved and installed based on MSC/Circ.913 should be permitted to remain in service as long as they are serviceable.Equipment manufacturers, designers, test laboratories, vessel owners and other parties concerned should be aware of the new requirements.

Application: It is intended that the draft amendments to SOLAS will be applicable to new ships (passenger ships of 500 gross tonnage and above) and new cargo ships (ships not passenger ships) of 2000 gross tonnage and above) constructed on or after 1 January 2014.

4.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinctionAmendments to SOLAS regulation II-2/20 - Fixed gas and water spraying fire-extinguishing systems for vehicle spaces, ro-ro, container and general cargo spaces. Also FSS code Chapter 5 and 7 were amended as a consequence.




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Under discussion by the Maritime Safety CommitteeDraft amendments to regulation II-2/1intend to clarify the date of application of new regulation II-2/20. Piping design requirements for fixed gas fire fighting systems for vehicle spaces and ro-ro spaces which are not special category spaces and for container and general cargo spaces were clarified in Chapter 5 of FSS Code. FSS code Chapter 7 was amended to include requirement for vehicle, ro-ro and special category spaces.

(Relevant instruments – under development)1. Amendment to the FSS Code Chapter 5 – Fixed gas fire-extinguishing systemsThe FP Sub-Committee agreed to delete section 2.4 of chapter 5. This section had laid out requirements for fixed gas fire-extinguishing systems using gaseous products of fuel combustion. This section was originally intended for use where tankers were converted to bulk carriers and the existing tanker inert gas system might be used for fire extinguishing in the cargo holds. Since it was agreed these systems were unlikely to be used, it was agreed that this section was not required.

Further, there are new proposed paragraphs on the requirements for

• vehicle space and ro-ro spaces which are not special category space,

• container and general cargo spaces – differentiating quantity of gas to be discharge in minutes.

2. Amendments to the FSS Code Chapter 7 - Fixed pressure water-spraying and water-mist fire-extinguishing systemsNew paragraphs 2.4 on Fixed pressure water-spraying fire-extinguishing systems for vehicle, ro-ro and special category spaces and 2.5 on Fixed water-based fire-fighting systems for ro-ro spaces and special category spaces equivalent to that referred to in resolution A.123(V) were added in conjunction with amendments made to the relevant SOLAS regulation II-2/20.

Amended By: Under discussion by the Maritime Safety Committee [LR ref: 202 D]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2014Background: FP Sub-Committee has developed amendments to the SOLAS Convention and the FSS. At MSC 88, Draft amendments to SOLAS regulation II-2/20 were approved as well as associated draft amendments to chapters 5 and 7 of the FSS code. These set of amendments will be forwarded to MSC 90 (scheduled to take place in May 2012) for adoption.Implication: These SOLAS draft amendments clarify which requirements ships should comply with depending on their construction date. This also has implications on the design of piping since the design must be compliant early in order to meet manufacturing, installation and delivery requirements.

Manufactures/Builders: Manufacturers and builders will already be familiar with the contents of this chapter of SOLAS and should note that these draft amendments only clarify the applicable standard.

Owners: As above, owners should be aware of the application dates.

Flag Administrations and its RO: To ensure the draft amendments are applied properly.

Application: Ships constructed on or after 1 January 2014 with vehicle spaces ro-ro and special category spaces

5.) Fire Safety Systems Code (FSS Code)Amendment to the FSS Code Chapter 6 - Fixed high Expansion Foam Fire-Extinguishing Systems


Under discussion by the Maritime Safety Committee



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The new chapter 6 has been amended in its entirety and will introduce a number of options for fixed high expansion foam fire extinguishing systems, (e.g. inside air foam systems, systems using outside air; systems for the protection of vehicle, ro-ro, spaces, etc) and fixed low –expansion foam fire extinguishing systems. The option chosen will affect the size of the system and other design and production elements of the equipment, e.g. space containing such systems.

Associated guidelines have been developed as an MSC circular. Reference is to be made to the circular MSC.1/Circ. 1384 given below.

At MSC 88 having revised the result of fire-extinguishing test using conducted in accordance with the draft standard, delegations expressed concerns about the conclusion at FP 54. MSC 88 agreed that this item will be further reviewed by FP 55 prior to the final adoption at MSC 90.

(Relevant instruments)1. MSC Circular on Guidelines for the testing and approval of fixed high-expansion foam systems (MSC.1/Circ. 1384)MSC 88 approved these guidelines for circulation which were developed in conjunction with the new chapter 6 of the FSS code introduced above.

Implication: Once the above mentioned FSS Code chapter 6 is adopted it is intended that the new systems meet the requirements for fixed foam fire-extinguishing systems set out in the guidance. Fixed foam fire-extinguishing systems for the protection of machinery spaces in accordance with SOLAS regulation II 2/10.4.1.1.2, cargo spaces in accordance with regulation II 2/10.7.1.1, cargo pump rooms in accordance with regulation II 2/10.9.1.2 and vehicle, special category and ro ro spaces in accordance with regulation II-2/20.6.1.3 will be affected.

Application: Intended for new ships constructed on of after 1 January 2014.

Amended By: Under discussion by the Maritime Safety Committee [LR ref: 203]Relates To: NEW SHIPS, Ship Type : Cargo ships (non-passenger ships), and Passenger shipEntry Into Force Date : 01 January 2014Background: FP 54 recommended this chapter to be divided; having the principle requirements contained within chapter 6 and the test standards in a separate appendix.Implication: Manufactures/Builders: Dependent upon the review at FP 55, the new chapter 6 will introduce different options as listed above and the option chosen will affect the size of the system and other design and production elements of the equipment, e.g. space containing such system.

Owners: The change may affect cargo carrying capacity, especially for ro-ro ships. Since the items under consideration are additional.

Flag Administrations and its RO: The workload is principally similar to that for the present Code, however, surveyors will need to become familiar with the new requirement.

Application: Intended for ships constructed on or after 1 January 2014 (all passenger ships regardless of size and cargo ships of 500 gt or above).

6.) Fire Safety Systems Code (FSS Code)Amendment to the FSS Code Chapter 8 – Alternative extinguishing systems for control stations where water discharge from sprinklers may cause damage.


Under discussion by the Maritime Safety Committee

A proposal was made to amend SOLAS regulation II-2/10.6.1.1 in order to clarify the requirements of automatic sprinkler, fire detection system and fire alarm for passenger ships carrying more than 36 passengers for the protection of “control stations” – as use of water sprinkler may damage equipments in the fire control station. However, it was agreed that present SOLAS text is sufficient and to further address this matter, amendment to paragraph 2.1.1 of chapter 8 of the FSS Code were needed instead, self explanatory text as follows:



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"Control stations, where water may cause damage to essential equipment, may also be fitted with dry pipe sprinklers as permitted by SOLAS II-2/10.6.1.1".This draft amendment will be sent to MSC 90 for final adoption.

Amended By: Under discussion by the Maritime Safety Committee [LR ref: 204]Relates To: NEW SHIPS, Ship Type : Cargo ships (non-passenger ships), and Passenger shipEntry Into Force Date : 01 January 2014Background: Implication: There is no significant change to existing practice.

Application: Intended for ships constructed on or after 1 January 2014 (all passenger ships regardless of size and cargo ships of 500 GT and above).

7.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinctionThe amendment to SOLAS II-2/15 will require either (a) an onboard means of recharging breathing apparatus cylinder used during drills; or (b) a suitable number of spare cylinders to replace those used during drills.Amended By: Draft text under consideration in MSC 90 (subject to final adoption at MSC 91) [LR ref: 227]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2014Background: FP 55 discussed a proposal to amend SOLAS regulation II-2/10.10.2 to incorporate a requirement to have means for fully recharging cylinders of air breathing apparatuses on cargo ships and passenger ships carrying not more than 36 passengers. However, FP decided to amend SOLAS regulation II-2/15 instead of II-2/10, because it was agreed that the purpose of the proposal was to re-charge the air that was depleted during training exercises not to re-charge air during an actual emergency.Implication: Cargo ships and passenger ships carrying not more that 36 passengers will require either (a) an onboard means of recharging breathing apparatus cylinder used during drills; or (b) a suitable number of spare cylinders to replace those used during drills.

Application: New cargo ships of 500 gt and above and passenger ships carrying not more that 36 passengers.



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Manufacture: None.



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Owner: Where owners are already preparing ships for survey in accordance with the IACS Z10 series there should not be significant implication.





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Life saving appliances

1.) SOLAS 1974. Chapter III - Life-saving appliances and arrangementsAmendments to SOLAS regulation III/20.11.2 to introduce a new sub-paragraph 4 regarding operational test of free-fall lifeboats


Under discussion by the Maritime Safety CommitteeA simulated launch will be permitted during all drills involving free-fall lifeboats.

Amended By: Under discussion by the Maritime Safety Committee (MSC) [LR ref: 212-D]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2014Background: The testing of free-fall lifeboats can pose safety risks to those carrying out the test. This amendment will permit a simulated launching in place of an actual launch for free-fall lifeboats.Implication: Owners will be able to advise crews that simulated launches of free-fall lifeboats will be permitted from 1 January 2014.

Application: To SOLAS ships fitted with a freefall lifeboat (Both new and existing ships)



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Load Line

1.) Load Lines, 1966/1988Amendments to the 1966 Load Line Convention and its 1988 Protocol - Regulation 47

Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGEThe proposal will extend the Summer zone by about 50 nautical miles around Cape Agulhas. The new Northern boundary of the Southern Winter Seasonal zone will be (part only shown for brevity) “…the rhumb line from the east coast of the American continent at Cape Tres Puntas to the point latitude 34° S, longitude 50° W, then the parallel of latitude 34° S to longitude 17°16° E , thence the rhumb line to the point latitude 35° 10’ 36° S, longitude 20° E, thence the rhumb line to the point latitude 34° S longitude 28° 30° E, thence ….”.Amended By: Under discussion by the Maritime Safety Committee (MSC) [LR ref: 210-D]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2014Background: This amendment will extend the Southern limit of the Summer zone further South off South Africa. Currently the traffic corridor through the summer zone off Cape Agulhas is quite narrow. With increased piracy activity to the East of the African Continent there has been a marked increase in shipping using this route. The Southern limit of the load line Summer zone has been moved south by 50 miles in order to provide increased sea room to ships passing through this area.Implication: Shipowners / operators: should make sure that their crews are aware of the new limits once they come into effect. The changes will mean that there is more sea room when transiting Cape Agulhas which should reduce the likelihood of collisions. This does not remove the need to ensure that an adequate watch is maintained at all times.

Application: All ships which are permitted to trade in the area.



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Other equipment

1.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinctionThe amendment to SOLAS II-2/15 will require either (a) an onboard means of recharging breathing apparatus cylinder used during drills; or (b) a suitable number of spare cylinders to replace those used during drills.Amended By: Draft text under consideration in MSC 90 (subject to final adoption at MSC 91) [LR ref: 227]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2014Background: FP 55 discussed a proposal to amend SOLAS regulation II-2/10.10.2 to incorporate a requirement to have means for fully recharging cylinders of air breathing apparatuses on cargo ships and passenger ships carrying not more than 36 passengers. However, FP decided to amend SOLAS regulation II-2/15 instead of II-2/10, because it was agreed that the purpose of the proposal was to re-charge the air that was depleted during training exercises not to re-charge air during an actual emergency.Implication: Cargo ships and passenger ships carrying not more that 36 passengers will require either (a) an onboard means of recharging breathing apparatus cylinder used during drills; or (b) a suitable number of spare cylinders to replace those used during drills.

Application: New cargo ships of 500 gt and above and passenger ships carrying not more that 36 passengers.



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Safety Management

1.) SOLAS 1974. Chapter V - Safety of navigationReg.14 - Ship’s manning


Under discussion by the Maritime Safety CommitteeThe Committee approved the draft amendments to SOLAS regulation V/14, subject to comments made by NAV 56 with a view to adoption by MSC 90 – May 2012 (not MSC 89 May 2011 – see introduction). There was also associated Assembly resolution in this regard.

(Relevant instruments)A. 1047 (27) – Principles of minimum safe manningThe resolution superseded previous ones, i.e., A. 890 (21) and A.955 (23) It consists of

• Guidelines for the application of principles of minimum safe manning;

• Guidelines for determination of minimum safe manning;

• Responsibilities in the application of principles of minimum safe manning;

• Guidance on content and model form of minimum safe manning document; and

• Framework for determining minimum safe manning.

Amended By: Under discussion by the Maritime Safety Committee [LR ref: 206]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2014Background: The current mechanism of issuing minimum manning certificates varies depending upon each flag. IMO tried to establish unified mechanism among flag Administrations.Implication: There is no fundamental change as a result of this amendment. Flag Administration will be allowed to continue there current practice.

Application: All ships. (but primarily governs Administrations in issuing safe manning certificate).



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Survey

1.) International Codes of Safety for High-Speed Craft (HSC Codes)Amendment to – Chapter 14 - RadiocommunicationEstimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE

Under discussion by the Maritime Safety CommitteeThese amendments will require annual testing of Satellite EPIRBs on all craft. It is concluded that this represents the IMO's intent to align the HSC Code with the equivalent SOLAS regulation, chapter IV regulation 15.9.Amended By: Under discussion by the Maritime Safety Committee [LR ref: 205]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : High Speed CraftEntry Into Force Date : 01 January 2014Background: Amendments to the 2000 HSC Code were approved subject to adoption at MSC 90 in May 2012.Implication: Owners and managers: Owners and managers are to take this into account when arranging a survey after the entry into force date of the amendments.Flag Administrations and RO: To arrange survey instructions to surveyors.

Application: To high speed craft subject to the 2000 Code (crafts constructed on or after 1 July 2002).









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Manufacture: None.Owner: Where owners are already preparing ships for survey in accordance with the IACS Z10 series there should not be significant implication.





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1st March 2014Pollution Oil

1.) MARPOL 73/78. Annex I - Regulations for the Prevention of Pollution by OilMARPOL Annex I Regulation 12

Estimated entry into force – 1 March 2014- MIGHT BE SUBJECT TO THE FURTHER CHANGEMEPC 62 clarified, by means of MEPC.1/Circ. 753, ships contracted before 1 January 2011 which are delivered before 1 January 2014 will not be required to comply with the revised regulation 12. An amendment to the regulation is expected to be approved at MEPC 63 for adoption at MEPC 64.Amended By: Under discussion by the Marine Environment Protection Committee (MEPC) [LR ref: 232-X]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 March 2014Background: At MEPC 62, the scope of application of regulation 12 of Annex I adopted by MEPC 187(59) was questioned as the current text, if literally read, apply all ships including existing ships.Implication: Owing to the resolution MEPC 187 (59), some ships were considered retroactive re-arrangement of bilge pipelines which is now clarified not necessary. Shipowners need to examine the position of flag Administration as some flag Administrations indicated retroactive re-arrangements prior to the approval of the above mentioned circular.Application: Ships which delivered before 1 January.2014 (Refer to item 164 in part A of this document)



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1st July 2014Dangerous goods

1.) SOLAS 1974. Chapter VI - Carriage of cargoesSubject to MSC approval and subsequent adoption a new regulation VI 5-3, SOLAS will be introduced into SOLAS prohibiting chemical processing onboard ships. The provisional text is:

”Any production process on board of a ship during the sea voyage is prohibited. Production processes refer to any deliberate operation whereby a chemical reaction between a ship's cargo and any other substance or cargo takes place.”

BLG 16 noted a need for revising existing SOLAS IV 5-2 for future consideration. It was proposed, as an interim measure, to circulate the following interpretation as an MSC-MEPC.2/Circular:

“The prohibition of the blending of cargoes, as set out in MSC-MEPC.2/Circ.8, does not apply where cargo is re-circulated within its cargo tank or through an external heat exchanger during the voyage for the purpose of maintaining cargo homogeneity or temperature control, including when two or more different products have previously been loaded into the same cargo tank within port limits.“

The intention of the BLG 16 was that this regulation does not apply where cargo is re-circulated within its cargo tank or through an external heat exchanger during the voyage for the purposes of maintaining cargo homogeneity or temperature control, including when two or more different products have previously been loaded into the same cargo tank within port limits.

Amended By: Developed by the BLG Sub-Committee [LR ref: 237-D]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Chemical TankerEntry Into Force Date : 01 July 2014Background: At ESPH 17 under AOB the question was raised as to whether recirculation cargo through a Heat exchanger was under the ban on blending (see item 213)Implication: Remain to be seen. There appears to be some offshore ships/installation engaged in this production process as a part of their day to day operation. To them, there could be very significant impact.

Application: All ships.



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Fire-safety

1.) Fire Safety Systems Code (FSS Code)FP 55 agreed to fit breathing apparatus with an audible alarm and a visual or other device which would alert the user before the volume of the air in the cylinder has been reduced to no less than 200 litres. This is the only amendment to the FSS Code agreed at FP 55 that will be applied retrospectively. (Chapter 3.2.1.2). The IEC standard reference was included; however the ISO standards were not.Amended By: Draft text approved at MSC 90 (May 2012) subject to final adoption at MSC 91 [LR ref: 219]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2014Background: FP was carrying a comprehensive review of FSS Code chapter 3 to see the viability of including various ISO standards and also to mandate fitting a low pressure audible alarm on the fireman’s outfit breathing apparatus. In addition, a reference to the International Electrotechnical Commission (IEC) 60079 (electrical apparatus for explosive gas atmosphere) was to be included.Implication: Application new ships: the warning alarm should apply to ships constructed on or after the date of entry into force of the amendment.

Application existing ships: Existing ships should comply with the revised requirements five (5) years after the entry into force date.

2.) Fire Safety Systems Code (FSS Code)Sprinklers shall be placed in an overhead position and spaced in a suitable pattern to maintain an average application rate of no t less than 5 l/m2 /min over the nominal area covered by the sprinklers. The amendment clarified that that “nominal area” cover by sprinklers is to be taken as the gross horizontal projection of the area to be coveredAmended By: Draft text approved at MSC 90 (subject to final adoption at MSC 91) [LR ref: 221]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2014Background: FP was task to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 8.Implication: Application: New ships from the date of entry into force

3.) Fire Safety Systems Code (FSS Code)Draft Amendment to the FSS Code Chapter 9 (2.5.1.3/2.5.2.1)- Fixed Fire Detection and Fire Alarm Systems

Estimated entry into force – 1 July 2014The main amendments to this chapter:

• Ch.9.2.5.1.3 was amended to indicate that in ships with cargo control room, an additional indicating unit shall be located in the cargo control room. This text was introduced to clarify the intention of the previous amendments adopted by resolution MSC. 311(88).

• Ch.9.2.3.1.2, 2.3.1.3 and 2.3.1.5 - A unified interpretation was prepared to clarify the reference to standard IEC 60092-505:2001 in as amended by resolution MSC.311 (88) should be interpreted as IEC 60092-504.

• Ch.9.2.2.1, 2.2.2, 2.2.4 and 2.2.5 - The operation of automatic changeover switch should be supported by the use of batteries of adequate capacity to ensure continuous changeover operation and avoid loss of fire detection capabilities.



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• Ch.9.2.5.2.1, was amendment to indicate that detectors installed within cold spaces such as refrigerated compartments shall be tested using procedures (IEC 60068-2-1) having due regard for such locations.

Amended By: Draft text approved at MSC 90 (subject to final adoption at MSC 91) [LR ref: 222]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2014Background: FP was task to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 9 (a warning for detectors installed in cold places to be tested using procedures that are applicable for that type of location) and a reference to IEC 60068-2-1 was proposed to be included. FP 53 agreed that draft amendments to chapter 9 were necessary following IACS unified interpretation SC 35 (SOLAS regulation II-2/13.1.3), related to sources of power supply for fixed fire detection and fire alarm systems, to clarify existing requirements. Operation of automatic changeover switch and the use of batteries of adequate capacity to ensure continuous changeover operation to avoid loss of fire detection capabilities and the use of accumulator batteries were proposed to be included as an option for the supply of emergency source of power.Implication: New cargo vessels which have a cargo control room will be affected

FSS Code, chapter 9, should be applied in a consistent manner. Be aware of the possibility to use batteries of adequate capacity to ensure continues change over operations.

Application: New ships from the date of entry into force

4.) Fire Safety Systems Code (FSS Code)Draft Amendment to the FSS Code Chapter 12 - Fixed Emergency Fire Pumps

Estimated entry into force – 1 July 2014FP 55 agreed to incorporate unified interpretation contained in MSC/Circ.1120 related to heating of diesel driven power sources and other means of starting.

Amended By: Draft text approved at MSC 90 (subject to final adoption MSC 91) [LR ref: 223]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2014Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code Chapter 12, specifically that electric heating of the diesel engine cooling water or lubricating oil system is to be fitted to avoid failing when manually starting diesel engine in its cold condition. In addition, if manual starting fails the Administration may permit compressed air, electricity or other sources of stored energy to be used as means of starting.Implication: Application: New ships from the date of entry into force except that Chapter 12 is not applicable to passenger ships of 1,000 gross tonnage and upwards.

5.) Fire Safety Systems Code (FSS Code)FP 55 agreed to incorporate unified interpretation to clarify that intermediate landings don’t need to comply with Ch.13.2.2.4. Instead they should comply with Ch13.2.3.1, meaning they should be sized in the same manner as stairways.Amended By: Draft text approved at MSC 90 (subject to final adoption at MSC 91) [224]Relates To: NEW SHIPS, Ship Type : Passenger shipEntry Into Force Date : 01 July 2014



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Background: FP was task to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 13 addressing the size of landings and intermediate landings.Implication: There should not be impact to the current practice because the interpretation are widely use.

Application: New passenger ships from the date of entry into force.

6.) Fire Safety Systems Code (FSS Code)Estimated entry into force – 1 July 2014FP 55 agreed with BLG 15 advice and prepared the draft Ch. 14 amendments which include clarification of the supply rate of foam solution and foam concentration needed on tankers as indicated by the carriage requirements of SOLAS II-2 and the IBC Code. Additional foam concentrate is to be provided if the deck foam system is supplied by a common line from the fire main. Chapter 14 now indicates when type B foam concentrates and type A foam concentrates shall be applied and also prescribes that foam concentrate supplied on board shall be approved by the Administration for the cargoes intended to be carried. Incorporation of unified interpretations contained in MSC/Circ.1120 relevant to Ch. 14 regarding capacity, use and handling of deck foam systems.Amended By: Draft text approved at MSC 90 (subject to final adoption at MSC 91) [LR ref: 225]Relates To: NEW SHIPS, Ship Type : Chemical Tanker, Gas Carrier, and Oil tankerEntry Into Force Date : 01 July 2014Background: when considering deck foam systems to oil tankers and chemical tankers, FP53 had agreed that the requirements for chemical tankers in SOLAS and the IBC Code were in need of revision and proposed that ships carrying flammable chemicals listed in chapters 17 and 18 of the IBC Code should be required to meet the higher IBC Code foam application rates regardless of flashpoint. BLG 14 disagreed on having IBC Code carriage requirements within the FSS Code and requested MSC87 to create a separate agenda to discuss the matter in more detail at subsequent meetings (BLG15 - February 2011).BLG15 concluded that chapter 17 and 18 carriage requirements should stay within the IBC Code and decided FSS Code chapter 14 will instead only refer to the IBC Code and SOLAS II-2/1.6 regarding foam solutions and foam concentrates that are relevant to the IBC Code (chapters 17 and 18).

Implication: Owners and builders should be aware of the new requirements to ensure the FSS Code Ch. 14 is being uniformly applied.

Application: New tankers from the date of entry into force

7.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinctionFP 55 agreed to amend SOLAS regulation II-2/10 to include a requirement for a minimum of two-way radios for use by fire-fighters. It is to be noted that the details for such radios were not agreed; therefore no performance requirements or standards are providedAmended By: Draft text under consideration at MSC 90 (subject to final adoption at MSC 91) [LR ref: 226]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2014Background: This is the outcome of an incident cause by a fire in the engine-room on board the Swedish tanker “Ek-River” while in dry-dock. Radio-communication equipment for fire fighters including additional equipment such as smoke diver emergency alarm, PASS alarm and location lights upgrades were identified. Based on this, it was proposed to amend the FSS code section 2.1 Chapter 3, fire fighter’s outfit, to include a requirement to



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carry two-way portable radiotelephone for use by members involved in fire fighting. However, it was agreed that amendments to SOLAS regulation II-2/10 would be better suited.Implication: This proposal has cost implications; however, they are out-weighed by reducing safety risks to fire fighters team.

Application: This requirement applies to new cargo ships of 500 GT and new passenger ships irrespective of tonnage.



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1.) SOLAS 1974Development of mandatory noise control requirements

Estimated entry into force – 1 July 2014- MIGHT BE SUBJECT TO THE FURTHER CHANGEThe current proposals for absolute noise limits are separated into those for smaller ships (1600 to 10000 GT) and larger ships. In general these follow the current limits in A.468(XII). It is recognised that there are practical difficulties for smaller ships in restricting noise levels.

It is recognised that there are practical difficulties for smaller ships in restricting noise levels.

An amendment to SOLAS chapter II-1 is proposed to make compliance with the Code mandatory.

Amended By: Under discussion by the Sub-Committee on Design and Equipment (DE) [LR ref: 208]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2014Background: Excessive noise can cause permanent hearing loss either from a single very loud event or from a lower level long term exposure. The IMO Resolution A.468(XII) “Code on noise levels on board ships” has existing guidance on noise levels in specific areas on board ships and for the 24 hour noise exposure of crew members. The Code is being reviewed to take into consideration developments in noise reduction techniques and noise prediction.

There is ongoing discussion over which parts of the revised guidance should be mandatory and which should be non-mandatory, also over the format of the Code (two separate parts or a single document with a statement about which parts were mandatory or recommendatory).

Implication: Builder/Designer: Current proposals require noise levels to be measured on board during sea trials and may require additional noise insulation. Noise prediction will be recommended. Builders/designers should consider the positioning of major noise sources (e.g. machinery) and where practical position these as far as possible from noise sensitive areas (e.g. cabins). Builders will need to be familiar with the “in-situ” sound insulation index which is proposed to be measured on board as a supplement to the existing laboratory values for the building elements.

Manufacturer: Manufacturers of shipboard equipment should be aware that builders/owners will need to have information about the sound produced by their equipment and recommended methods to reduce the noise emitted at the time of installation.

Owner: The new code will encourage owners to try and achieve the noise limits on existing ships on a voluntary basis (they will be mandatory for new ships) where practical. Owners/operators should consider the provision of hearing protection in those areas which are identified as requiring it. Obligations under the ISM Code for training and advice to crew members who work in those areas should also be considered.

Flag/RO: Flag/ROs will need to be aware of the new requirements and ensure that surveyors are equipped and trained as required to confirm compliance.

Application: All future new ship ships of 1,600 gt or above from a date still to be confirmed but expected to be 1 July 2014.



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1.) SOLAS 1974. Chapter III - Life-saving appliances and arrangementsAmendments to the SOLAS regulation III/1 – on load release mechanisms and to the LSA Code – paragraph 4.4.7.6 – on load release hooksAs a result of many years of discussion the Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems (MSC.1/Circ.1392) were finalised by DE 55. These guidelines consist of a multi stage evaluation: initial design assessment of each release mechanism type by the manufacturer; a design review by the Flag Administration and/or Recognised Organisation against relevant parts of the LSA Code, followed by a performance test; and reporting of the results of the evaluation to the IMO. Additionally, an onboard verification will be carried out (one-time follow up overhaul examination) for every operating mechanism on every ship.

Summary of new requirements adopted/approved at MSC 89:

. Resolution MSC. 317 (89) which introduces new requirements under SOLAS regulation III/1.5 for lifeboat release and retrieval systems (RRS). The requirements apply to on-load mechanisms installed on all ships (new and existing cargo and passenger ships). The entry into force date is January 1, 2013, and the requirements will take effect on July 1, 2014.

. Resolution MSC. 320 (89) which revises the LSA Code (Chapter IV). The expected entry into force date is January 1, 2013. The main purpose of the revision of chapter IV of the Code is to prevent unexpected accidents during lifeboat drills and/or inspections.

. MSC.1/Circ.1392, Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems. These Guidelines are only applicable to existing RRS. They cover: design review; performance test; reporting the evaluation results for existing RRS; one-time follow-up overhaul examination; and procedure for replacing non-compliant RRS.

. MSC.1/Circ.1393, MSC circular on Early Application of new SOLAS regulation III/1.5. This circular clarifies the application to new ships and encourages the use of compliant on-load RRS at the earliest opportunity.

. Resolution MSC.321 (89), Amendments to the revised recommendation on testing of life-saving appliances (Resolution MSC.81 (70), as amended), relevant to the revised LSA Code Chapter IV.

Amended By: MSC.317 (89) [182]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2014Background: In order to minimised accidents associated with on load release mechanism the IMO developed amendments to SOLAS regulation III/1.5, the LSA Code chapter IV, and “Recommendations on the test procedure for Life Saving Appliances (MSC.81 (70))” with a view to applying the requirements to both new and existing ships on-load release and retrieval systems. The circular MSC.1/Circ.1392 was also developed to evaluate compliance of existing on-load release and retrieval systems.Implication: Shipowners & Ship managers:

• Existing ships: Identify whether installed lifeboats’ on-load release mechanisms have been evaluated and identified as being of a “safe design/have a good safety record”. If not, replacement of release mechanisms will be required. Further, if the manufacturer of the hooks onboard is no longer in existence, there may be a possibility that such hooks will be required to be replaced, as design appraisal, etc may not be possible.

• New ships: On-load release mechanisms on lifeboats installed on/after the entry into force date of the amendments to the LSA Code will be required to comply with the new requirements in full. The application scheme is crucial in this regard – see the “application” section below.



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Manufacturers: Ensure that past and existing lifeboats’ on-load release mechanism designs have been evaluated as being a “safe design/have a good safety record”. If not, then clients will be required to replacement mechanisms. New mechanisms will be required to comply with the new requirements of the LSA Code in full and be suitably type approved. Manufactures will be required to undergo a re-approval process for hooks that have previously been approved. There may be additional costs for this process.

Flag Administrations and their Recognized Organizations (Classification Society): Ensure that existing lifeboats’ on-load release mechanism designs are evaluated to verify whether they are of a “safe design/have a good safety record” and share this information with other Administrations.

Application: Lifeboat on-load release hooks as required by SOLAS chapter III (passenger ships regardless of tonnage engaged on international voyages and cargo ships (non-passenger ships) of 500 gt or over engaged on international voyages). It is tentatively agreed that implementation (after the entry into force of the requirement) will be 1 July 2014 for new ships, and first scheduled dry docking for existing ships. However, it should be noted that design appraisal of the hook and other necessary verification work should be done well before that date. Refer to MSC.1/Circ.1393.

2.) SOLAS 1974. Chapter III - Life-saving appliances and arrangementsSOLAS regulation III/17-1 has been amended to require new and existing ships to have ship-specific plans and procedures for the recovery of person from the water. The documentation is to identify equipment onboard which is intended to be used for this purpose.

Guidelines have also been developed which give more information about what the onboard documentation is to include.

Relevant instrumentsDraft guidelines for recovery of persons from the water for all types of shipsA brief introduction of this guideline will be provided at the next update of this document.

Amended By: Under discussion by the Sub-Committee on Ship Design and Equipment (DE) [LR ref: 236]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2014Background: MSC 81 (May 2006) agreed amendments to SOLAS (new regulation III/17-1) to ensure that all ships had onboard a means to easily recover persons from the sea even if they were unconscious and unable to help. MSC also decided that performance standards for these “recovery systems” would have to be developed before the amendment could come into force. Discussions in the past have been concerned with whether dedicated systems or functional requirements which could use existing onboard equipment should be developed. There was no dispute about the need for performance standards or the need for ships to be able to rescue people from the water.Implication: Shipowners: Will need to ensure that the relevant documents are provided and the necessary training given to crews. It is expected that the provision of the information and training will be audited via the ISM audits.

Flag Administrations and their ROs: Those carrying out ISM audits will need to be familiar with the requirements of the new SOLAS regulation (III/17-1). It is to be noted that it is not intended that compliance with these provisions would be verified, in terms of updates to the emergency preparedness plan required by paragraph 8 of part A of the ISM Code, until after the relevant application date of the draft SOLAS regulation III/17-1. In addition, the surveys referred to in the draft Regulation III/17-1, are those related to the certificates issued in relation to SOLAS chapter III.

Application: This regulation will be applicable to all ships. Existing ships will be expected to demonstrate compliance at the first ISM audit after 1 July 2014.



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Load Line

1.) Load Lines, 1966/1988Clarification is provided on the filling of ballast tanks, also that damage stability calculations are not required to be carried out for service loading conditions. Two methods for considering the free surface effect are given in detail: a virtual correction method and a method for using actual free surface moments.Amended By: Under discussion by the Sub-Committee on Stability Load Line and on Fishing Vessel Safety (SLF) [LR ref: 235]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2014Background: During discussions on the ability of tankers to demonstrate compliance with the existing requiements for damage stability, some ambiguities in the damage stability requirements contained in the load line convention were identified. In order to clarify these, amendments to regulation 27 have been proposed.Implication: The damage stability requirements have been clarified. There should be no major implications.

Application: To ships, which have to comply with the damage stability requirements of the Load Line Convention.



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1.) SOLAS 1974. Chapter V - Safety of navigationAmendments to SOLAS regulation V/22 - Navigation Bridge Visibility

Estimated entry into force – 1 July 2014- MIGHT BE SUBJECT TO THE FURTHER CHANGEIn addition to the change introduced in the above “Background”, the following change will be introduced:

• Use the phrase “steering station” rather than “work station” for consistency.

• Define a conning position, but also allow a combination of two conning stations to “be used in combination to comply with this regulation” for ships where the centre line is obstructed by a fixed structure or structures. These are to be no more than 3,000mm either side of the centre line.

• Keep the requirement for framing between navigation bridge windows to be kept to a minimum, but to remove the current requirement that framing “shall not be installed immediately forward of any work station”.

• Change “The ship’s side shall be visible from the bridge wing” to “The parallel body length of the ship shall be visible from the bridge wing”.

• Remove the reference to eye height to give instead “The height of the upper edge of the navigation bridge front windows shall not obscure the forward view of the horizon as described in this regulation”.

• Change “A clear view through at least two of the navigation bridge front windows and, depending on the bridge configuration, an additional number of clear-view windows shall be provided at all times, regardless of weather conditions” to “Means shall be provided to ensure at all times a clear horizontal field of vision as described in paragraph 1.6 of this regulation through the navigation bridge front windows.”

• Introduce a new requirement that: “On ships which carry cargo forward of the wheelhouse that limits the visibility from the conning position, the master shall be able to verify that the visibility due to the loading condition prior to departure is in compliance with this regulation based on loading plans, loading conditions, calculations with a computerized dynamic loading program or other methods, as follows: - 1. new ships constructed on or after 1 July 2014; and 2. existing ships constructed before 1 July 2014 not later than 1 January 2016.”

Amended By: Under discussion by the Sub-Committee on Safety of Navigation (NAV) [LR ref: 217]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2014Background: NAV 57 agreed amendments to SOLAS V/22, which will be sent to MSC 90 for approval. It was decided that the new text should take a goal-based approach rather than a prescriptive one.

In its request to MSC 90 for approval, NAV 57 specifically highlighted some areas for consideration. In particular MSC will be asked for a final decision on the angle of view of the sea surface from the conning position forward of the bow. Therefore it is possible that some of the details as ultimately approved by MSC will be different from the final proposal by NAV.

Implication: Shipbuilders: The changes introduced above will require significant change in ships’ design. It will not be limited to the navigation bridge but the whole arrangement for some types of ships.

Shipowners: To note the above design change. A new operational requirement requiring a verification tool needs to be addressed not only to new ships but also existing ships.



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Flag Administrations and their ROs: Introduction of “functional” approach requires establishment of a unified approach (Interpretation) of such functional approach, which needs to be addressed prior to the entry into force.

Application: 1 Bridge visibility (structural/construction) requirements - New ships of 55m and above in length (LOA) constructed on or after 1 July 2014. 2 Provision of visibility verification tool - New ships of 55m and above in length (LOA) constructed on or after 1 July 2014 and existing ships of 55m or above by 1 January 2016.



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Other equipment

1.) SOLAS 1974. Chapter II-1 - Construction - Structure, subdivision and stability, machinery and electrical installationsDraft amendments to Regulation 8-1 to introduce a mandatory requirement for either onboard stability computers or shore-based support


Under discussion by the Maritime Safety Committee (MSC)SOLAS regulation II-1/8-1 has been amended and now requires operational information to be provided to the Master after a flooding casualty to assist with the decision whether to return to port. Passenger ships with a length or 120 m or more or having 3 or more main vertical fire zones are to have either an onboard stability computer or shore based support which should provide the information given in the supporting guidelines. These guidelines are the “Guidelines on operational information for Masters of passenger ships for safe return to port by own power or under tow” MSC.1/Circ.1400.

The stability information to be provided to the master should include the following as a minimum:

• GM transverse in any loading condition;

• GZ and range;

• area under the GZ curve;

• maximum and actual values of free surface moments of all tanks and spaces below the bulkhead deck;

• location of flooding level indicators within tanks;

• draughts forward, midship and aft;

• angles of heel and trim;

• the effect of flooding and heel and trim angles on:

• operation of essential equipment;

• escape routes and evacuation times; and

• effective deployment of life-saving appliances;

• profile areas of the ship, above and below the waterline, and means to establish their centres in order to estimate the effects of wind pressure;

• currently applied global bending moment and sheer forces;

• fuel consumption data accounting for estimates of increased resistance due to flooding; and

• ship specific particulars as specified in MSC.1/Circ.1245.

Amended By: Under discussion by the Maritime Safety Committee (MSC) [LR ref: 211]Relates To: NEW SHIPS, Ship Type : Passenger shipEntry Into Force Date : 01 July 2014Background: The IMO has introduced requirements to ensure that certain systems on passenger ships of 120 m length or more, or having 3 or more main vertical fire zones, remain operable after a fire or flooding. These requirements are contained in SOLAS II-1/8-1, II-2/21 and II-2/22. Amendments to SOLAS II-1/8-1 have been approved which require the provision of an on board computer, or shore based system which is immediately available, to give



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the ship’s crew stability information after a flooding. Guidelines on the information to be provided to the master to assist him in his decision as to whether to return to port or evacuate the ship were also discussed and agreed.Implication: Builders/Designers: Builders / designers will need to remember that provision of a computer able to carry out damage stability calculations for any damage scenario will be required. The information that masters will require should be provided in an easy to use, readily available, form.

Owners/managers: Where owners have ships to which this regulation is applicable they need to provide an onboard or shore based computer able to assess stability after a flooding. Regardless of where the computer is based (onboard or ashore) it will need to be approved to the same requirements. There are currently no requirements for the approval of the support provided on shore if this option is chosen, and advice from the relevant Flag Administration should be sought. The information for the master’s use after damage should be made available in an easy to use, readily available, form. Training for ships’ crews on the use of the software, where this is onboard, and the additional information should be regularly undertaken to ensure familiarity of use.

Manufacturers: Manufacturers of stability software should be aware of the forthcoming need for programs which can calculate stability after any combination of compartments are damaged. The information which should be provided to the master after the assessment of damage is given in the circular and it is recommended that manufacturers ensure that systems are able to provide as much of this information as possible.

Flag Administrations/Recognized Organizations: Flag Administrations and Recognized Organizations will need to ensure that the necessary stability information is available onboard the affected ships. There will be a need to ensure that both the access to the necessary calculations and the information for the master are provided at annual survey.

The approval of stability computers will become more complex and may require more time to undertake as the combination of damage and loading options is not clearly defined.

Flag Administrations may wish to consider how shore based systems are to be approved, and if any approval of the support provided (not just the computer) is needed.

Application: to passenger ships with a length of 120 m or more or having three or more main vertical fire zones constructed on or after 1 July 2014. (Note: Date will be concluded at MSC 90 scheduled in May 2012 at the final adoption)

2.) SOLAS 1974. Chapter II-2 - Construction - Fire protection, fire detection and fire extinctionFP 55 agreed to amend SOLAS regulation II-2/10 to include a requirement for a minimum of two-way radios for use by fire-fighters. It is to be noted that the details for such radios were not agreed; therefore no performance requirements or standards are providedAmended By: Draft text under consideration at MSC 90 (subject to final adoption at MSC 91) [LR ref: 226]Relates To: NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2014Background: This is the outcome of an incident cause by a fire in the engine-room on board the Swedish tanker “Ek-River” while in dry-dock. Radio-communication equipment for fire fighters including additional equipment such as smoke diver emergency alarm, PASS alarm and location lights upgrades were identified. Based on this, it was proposed to amend the FSS code section 2.1 Chapter 3, fire fighter’s outfit, to include a requirement to carry two-way portable radiotelephone for use by members involved in fire fighting. However, it was agreed that amendments to SOLAS regulation II-2/10 would be better suited.Implication: This proposal has cost implications; however, they are out-weighed by reducing safety risks to fire fighters team.

Application: This requirement applies to new cargo ships of 500 GT and new passenger ships irrespective of tonnage.



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Pollution Chemical

1.) International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code)Revision of the IBC Code Estimated entry into force – 1 July 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGEPrimary discussion points and amendments made to the code are as follows:

• In total 43 new cleaning additives were presented and 29 accepted for Annex 10 of MEPC.2/Circ.

• MEPC.2/Circ – Provisional classification of liquid substances transported in bulk, and other related matters.

• Flag State Administrations were asked to check Annex 8 Tripartite Contact addresses including email addresses and update GISIS in case of changes.

• MEPC2./Circ 18 action to be taken by Flag Authorities/manufacturers for ESPH 18 submit expiring tripartite cargoes, so they can be carried after 17 December 2012 without disruption.

• Two new products were assessed: a discrepancy with regards to fire-fighting requirements for Hexamethylenediamine (molten) was identified. The new information will be in LIST 1 of the MEPC2/Circ 18 on 17 December 2012, all countries, no expiry. OLOA49819 16/3/3 by SINGAPORE for LIST 3 of the MEPC2./Circ 18 all countries, no expiry.

• Inconsistencies in carriage requirements noted for a number of entries in chapters 17 and 18 of the IBC code including undertaking a review relevant chapter 21.

• LIST 1 MEPC.2/Circ 17 will go to Chapter 17 or Chapter 18, respective of their application to the IBC Code.

• Missing column I products will be updated

• Chapter 19 - The draft was in BLG 14/3 Annex 3. Now, UN Numbers will be removed and 2 qualifying footnotes about subset and chain length introduced and new synonyms of cargoes implemented since BLG 14.

• Secretary advised 8 synonyms will be changed. Will be in the Annex of the Report of the WG

• The complete list will be in Annex of BLG16/3 incl Hexamethylenediame

• Tall Oil, crude and Tall Oil pitch; reassessed at BLG 11 in 2007 will also be added.

• Footnotes n and o and a and b will be removed from Chapter 17 and 18 respectively

Amended By: Under discussion by the Sub-Committee on Bulk Liquids and Gases (BLG) [LR ref: 186]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Chemical TankerEntry Into Force Date : 01 July 2014Background: MSC 87 noted that BLG 14 agreed to review the text of chapter 19 of the IBC Code to be incorporated into the next revision of the IBC Code and endorsed the ESPH Working Group's proposals with respect to understanding a systematic review of chapters 17 and 18 of the IBC Code.Implication:



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Owner: Significant as the cargoes lists attached to the certificate of fitness will be revised to some extent and may affect the cargoes that can be carried and will require the certificate of fitness to be reissued.

Shipbuilder/Equipment manufacture: Significant as there made be carriage requirement changes for some products which affecting the design of the ship and the equipment required to be installed for the carriage of intended cargoes the ship is being designed to carry.

National Administration/Recognized Organization: Significant as all certificates of fitness and associated cargoes lists will be required to be reissued.



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Safety Management

1.) SOLAS 1974. Chapter VI - Carriage of cargoesSubject to MSC approval and subsequent adoption a new regulation VI 5-3, SOLAS will be introduced into SOLAS prohibiting chemical processing onboard ships. The provisional text is:

”Any production process on board of a ship during the sea voyage is prohibited. Production processes refer to any deliberate operation whereby a chemical reaction between a ship's cargo and any other substance or cargo takes place.”

BLG 16 noted a need for revising existing SOLAS IV 5-2 for future consideration. It was proposed, as an interim measure, to circulate the following interpretation as an MSC-MEPC.2/Circular:

“The prohibition of the blending of cargoes, as set out in MSC-MEPC.2/Circ.8, does not apply where cargo is re-circulated within its cargo tank or through an external heat exchanger during the voyage for the purpose of maintaining cargo homogeneity or temperature control, including when two or more different products have previously been loaded into the same cargo tank within port limits.“

The intention of the BLG 16 was that this regulation does not apply where cargo is re-circulated within its cargo tank or through an external heat exchanger during the voyage for the purposes of maintaining cargo homogeneity or temperature control, including when two or more different products have previously been loaded into the same cargo tank within port limits.

Amended By: Developed by the BLG Sub-Committee [LR ref: 237-D]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Chemical TankerEntry Into Force Date : 01 July 2014Background: At ESPH 17 under AOB the question was raised as to whether recirculation cargo through a Heat exchanger was under the ban on blending (see item 213)Implication: Remain to be seen. There appears to be some offshore ships/installation engaged in this production process as a part of their day to day operation. To them, there could be very significant impact.

Application: All ships.



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1st January 2016Bio-security

1.) Safety of Fishing Vessels (Torremolinos) ConventionEstimated entry into force – Not yet known (provisional estimate - January 2016)

Under discussion at Maritime Safety Committee (MSC) and Diplomatic Conference in South Africa (October 2012)MSC will discuss the proposed entry into force criteria with a view to achieving an agreement on the numbers before the diplomatic conference in South Africa in October 2012.The Protocol has requirements covering the following areas:

• construction, watertight integrity and equipment

• stability and associated seaworthiness

• machinery and electrical installations and periodically unattended machinery spaces

• fire protection, detection, extinction and fire fighting

• protection of crew

• life saving appliances and arrangements

• emergency procedures, musters and drills

• radiocommunications; and

• shipbourne navigational equipment and arrangements.

Amended By: Under discussion at Maritime Safety Committee (MSC) and Diplomatic Conference in South Africa [LR ref: 238] Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : OtherEntry Into Force Date : 01 January 2016Background: The Torremolinos Convention and its 1993 Protocol have not yet entered into force as the entry into force requirements (15 flag States with an aggregated fleet of 14000 ships) have not been met. There have also been some problems with the technical requirements. In order to address these issues an agreement has been drafted which would change the entry into force requirements and modify some of the technical provisions.Implication: Builder/Designer: will need to ensure that the regulations are complied with. This may require additional or different safety equipment to be provided.

Manufacturer: N/AOwner: When it enters into force the above safety items will need to be provided on board fishing vessels. Some of the requirements are applicable to existing fishing vessels as well as to new construction. It should be noted that some Flag Administrations have already enacted the Torremolinos Convention and Protocol, fishing vessels flagged with these administrations should find that nothing will change following these amendments.

Flag/RO: When the Convention enters into force Flags/ROs will have to survey new and existing fishing vessels to the extent required and issue appropriate certification.

Applicability: The Torremolinos Convention and Protocol is, in general, applicable to fishing vessels of 24 metres in length and over. The regulations contained in these chapters have length limits or have different requirements depending on the length of the ship:



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• machinery and electrical installations and periodically unattended machinery spaces applies when L ≥ 45m.

• fire protection, detection, extinction and fire fighting has different requirements for 45m ≤ L 60 m and L≥60m

• life saving appliances and arrangements applies when L ≥ 45m only

• emergency procedures, musters and drills (some requirements only apply when L ≥ 45m)

• radiocommunications applies when L ≥ 45m and

• shipbourne navigational equipment and arrangements (different requirements for lengths of 24m ≤ L< 45m, 45m ≤ L <75 m and L ≥ 75m).

Although the majority of the requirements are applicable only to new ships, the following are also applicable to existing ships:

• life saving appliances and arrangements - only regulation 13 ‘Radio life-saving appliances’ and regulation 14 ‘Radar transponders’


• radiocommunications and




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Electrical

1.) International Code of Safety for Ships using Gases or Other Low Flashpoint Fuels (IGF Code)Development of the mandatory IGF Code - renamed “International Code of Safety for Ships using Gases or Other Low Flashpoint Fuels”

Estimated entry into force – 1 January 2016- MIGHT BE SUBJECT TO THE FURTHER CHANGEBLG 16 continued the discussions in details. The following was the primary discussion points at BLG 16.

Location of fuel tanks and fuel storage:Tank location was discussed extensively. One proposal was on a probabilistic approach to assess the risk for tank location including factors like volume, ship type and distance to shell which will give the flexibility other than a fix figure requirements. BLG 16 agreed that the method should be further discussed by a correspondent group because the information supporting the probabilistic approach is not verified.

Probabilistic damage is an expertise of the SLF Sub-Committee and therefore the matter will also be forwarded to the Sub-Committee for their input.

It was also pointed out that the draft new IGC code has some changes on the distance of tank/pipe location to shell and this need to be noted and harmonised.It was further agreed that Chapter 7 (fuel storage requirement) of IGF code is to be a stand-alone chapter without referring to IGC code.

Discussion on compressed natural gas(CNG) tanks:There was confusion about what the proposed requirements would entail. There were some who would have wished the requirements to apply to all fuels and others who felt that the specific requirements for CNG were appropriate. Decision on location is that tank storage location is not to be used for any other purpose.

Ventilation arrangements (Chapter 13):There were comments about the use of airlocks. This will need to be checked in the correspondence group.

Emergency Shut Down (ESD) concept:BLG 16 agreed, in general, that the ESD would protect machinery space. However, BLG 16 also agreed that the ESD concept should be limited to unattended operation and for gases lighter than air, and it must conform to the goal/functional requirements given in section 6.2.1.

Regarding any limitations on size and power BLG 16 could not reach a consensus. However, the majority of the working group were in favour of not limiting the size and power of engine for ESD protected space.

Fuel covered by this code:Working Group at BLG 16 agreed to concentrate its work on natural gas as fuel. Other low flash point fuels would be specifically addressed by separate sections of the code. Relevant parts of the section for natural gas fuel will be referenced in the other sections together with any additional specific requirements applicable to the various fuels.

Amended By: Under discussion by the Sub-Committee on Bulk Liquids and Gases (BLG) [LR ref: 185]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2016Background: BLG was tasked with producing interim guidelines for ships with natural gas fuelled engine installations, which were produced in 2009 (resolution MSC.285 (86))). These guidelines are an interim measure until an International Code for the Safety of Gas Fuelled Ships (IGF Code) is produced, which is intended to be mandatory for ships other than those regulated under the IGC Code. This has also been the subject of an inter-sessional correspondence



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group between the last few sub-committee meetings and is a contentious issue among various parties who are pushing for particular approaches which are not necessarily in line with LR policy.

The burning of gas fuel in ships has been carried out on LNG vessels for many years and there are recognised practices in place detailed in the IGC Code to mitigate the risks. The interim guidelines produced do not align with the IGC Code and there are concerns in some quarters that the draft IGF Code being developed may also fail to align with the IGC Code leading to a double standard depending on the type of vessel with one set of requirements for Gas ships and another set for all other vessels. It could become even more complex if the IGF Code is made applicable to all vessels including Gas ships and there is some indication that this is a long term goal.

As the draft code under development covers all low-flashpoint fuels, the name of the draft code has been changed accordingly.

Implication: There is a number of safety related aspects that affect design and building of such ships including the concept of emergency shot down arrangements and the location of low flash point fuel storage tanks.

Application: To all ships using low flash point fuels except those regulated by the IGC Code.

(Further information)Lloyd’s Register Rules for the Classification of Natural Gas Fuelled Ships (July 2012) have been published. The Rules explain the current Lloyd’s Register’s opinion on the use of natural gas (and low flash point fuel with similar properties, provided any differences are taken into account as a part of the design and their hazards mitigated) as fuel for ships other than LNG carriers. The rules accommodate the majority of the requirements of the annex of resolution MSC.285(86) which forms the basis of the draft IGF Code.

2.) International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code)Comprehensive revision of the IGC Code.Provisional entry into force – 1 January 2015 - MIGHT BE SUBJECT TO THE FURTHER CHANGE.

Under discussion in the BLG Sub-Committee.At BLG 16 (Jan-Feb 2012), there was substantial progress on the draft text of the code, including various issues on definition used in this code and editorial improvements. The draft developed at BLG will be forwarded to other relevant Sub-Committees for their review

Amended By: Being discussed in the Sub-Committee on Bulk Liquids and Gases (BLG) [LR ref: 189]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Gas CarrierEntry Into Force Date : 01 January 2016Background: In October 2007, MSC 83 tasked BLG to review all current areas of the IGC Code with a view to fully revising and updating the Code and, where necessary, to identify other instruments that may be affected and require consequential amendments, taking into account the latest technologies, operational practices and the increasing size of the newest ships.

Lloyd’s Register has been intimately involved in the SIGTTO project to develop a revised IGC Code. Significant technical input has been given by Lloyd’s Register’s specialists as members of the working groups. Therefore the vast majority of the text in the draft code is supported by Lloyd’s Register.

Implication: The new code will affect the design and construction of all gas carriers contracted after entry into force of the revised code with keels laid on or after a date to be established by the IMO. In terms of impact for ship owners, the requirement for increased separation between the cargo tank and side shell will have an impact on new fully refrigerated LPG ships and very small LNG carriers.



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Application: All LNG gas carriers regardless of size.



















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Amended By: Under discussion at Maritime Safety Committee (MSC) and Diplomatic Conference in South Africa [LR ref: 238] Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : Other



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Entry Into Force Date : 01 January 2016Background: The Torremolinos Convention and its 1993 Protocol have not yet entered into force as the entry into force requirements (15 flag States with an aggregated fleet of 14000 ships) have not been met. There have also been some problems with the technical requirements. In order to address these issues an agreement has been drafted which would change the entry into force requirements and modify some of the technical provisions.Implication: Builder/Designer: will need to ensure that the regulations are complied with. This may require additional or different safety equipment to be provided.

















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1st January 2017Material

1.) Recycling of Ships ConventionEstimated entry into force – 1 January 2017 - SUBJECT TO MEETING THE CONDITION FOR THE ENTRY INTO FORCEOverall, the Convention can be described as a response to the lack of regulation and standards in ship breaking practice – especially where safety, environmental and quality standards are concerned. It covers the entire ship life cycle, from design and construction, through in-service operation to dismantling and requires:

• ships to have an Inventory of Hazardous Materials (IHM) - also known as the Green Passport

• new builds to exclude certain hazardous materials

• ship recycling facilities to be authorised by the national authority

• ship recycling facilities to provide an approved ‘ship recycling plan’ detailing how the ship will be recycled

• ships flying the flag of Parties to the Convention to be recycled only in authorised recycling facilities

• ship recycling facilities which are located in Parties to the Convention to recycle only ships which they are authorised to recycle.

At the Final Survey before the ship is taken out of service, the IHM will be completed for items such as operational stores and bunkers. The approved Ship Recycling Plan will then be checked against the IHM to ensure it properly reflects the information it contains.

Currently, the following Guidelines are under development (or have been completed) for the implementation of the convention:

Title Status/Target

Guidelines for the development of the Inventory of Hazardous Material Completed (MEPC.197(62))

Guidelines for safe and environmentally sound ship recycling (Facility guidelines) Under development Target – MEPC 61 (September 2011) or MEPC 62 (July 2011)

Guidelines for the development of the Ship Recycling Plan Completed (MEPC.196 (62))

Guidelines for the development of the Ship Recycling Plan (SRP guidelines) Completed (MEPC.210 (63))

Guidelines for the authorization of Ship Recycling Facilities Completed (MEPC.211 (63))

Guidelines for survey and certification Under development Target - MEPC 64 (October 2012)

Guidelines for inspection of ships Under development Target - MEPC 64 (October 2012)

Amended By: 2009 Ship Recycling Conference Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2017Background: On May 15, 2009, at a Diplomatic Conference in Hong Kong, the International Convention for the Safe and Environmentally Sound Recycling of Ships was signed by 67 member states of the International Maritime Organization (IMO). This internationally binding Convention has been adopted due to concerns about standards of ship recycling. It affects both recycling facilities and shipowners.



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The Convention will enter into force 24 months after it has been been ratified by 15 states, representing 40% of the world fleet, and with an annual ship recycling capacity of 3% of that fleet. It is hoped that this condition will be met by January 2015. As of January 2011, no state has become party to the convention.The Convention requires that, within five years of the entry into force date (or before the ship goes for recycling, if that is earlier), ships must have on board an ‘Inventory of Hazardous Materials’ (IHM). This requirement will also apply to new ships as soon as the Convention enters into force.

Implication: Shipowners:

• to provide an Inventory of Hazardous Materials for their ship.

• to inform the Flag State before a final survey takes place.

• to arrange the final survey before the ship is taken out of service for the completion of IHM for items such as operational stores and bunkers.

Recycling facilities:

• to obtain “Document of Authorization for Ship Recycling” by the competent authority of the recycling State

• to inform their authorities should they wish to recycle a ship

• to prepare a specific ‘Ship Recycling Plan’, based on the IHM which the owner provides

• to report when recycling is finished.

National authority of States with recycling facilities:

• to authorise ship recycling facilities

• to approve Ship Recycling Plans

Application:Once the Convention enters into force it will apply to all ships and MODUs, high-speed craft, FSUs/FPSOs and barges. For newbuildings it will enter into force 24 months after the ratification criteria are met. Existing ships will have up to five years after the criteria are met.

Lloyd’s Register has developed a guide to assist owners and other stakeholders through the recycling process and to explain current practices and regulations. They are available on the following Lloyd’s Register website: http://www.lr.org/sectors/marine/documents/223320-ship-recycling-practice-and-regulation-today.aspx

FOR INTERNAL USE ONLY:



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Other equipment

1.) SOLAS 1974. Chapter IV - RadiocommunicationsReview of the GMDSS requirements.

Estimated entry into force – 1 January 2017 - SUBJECT TO MEETING THE CONDITION FOR THE ENTRY INTO FOCEThe following is the notable change under discussion:

• use of non-IMARSART, new additional satellite system

• possible incorporation of Chapter V (AIS and LRIT), XI-2 (SSAS)

• sea maintenance requirement (Regulation 8 and 15)

• redundancy of DSC EPIRB

Amended By: [LR ref: 234]Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2017Background: Implication: It will be a challenge for both shipboard equipment and shore side facilities. Also if various arrangements will be allowed, survey and certification, as well as PSC inspection may become a challenge.

Application: All ships of 300 gross tonnage and above. It will most likely affect existing ships as well.



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Pollution Others

1.) Recycling of Ships ConventionEstimated entry into force – 1 January 2017 - SUBJECT TO MEETING THE CONDITION FOR THE ENTRY INTO FORCEOverall, the Convention can be described as a response to the lack of regulation and standards in ship breaking practice – especially where safety, environmental and quality standards are concerned. It covers the entire ship life cycle, from design and construction, through in-service operation to dismantling and requires:

• ships to have an Inventory of Hazardous Materials (IHM) - also known as the Green Passport

• new builds to exclude certain hazardous materials

• ship recycling facilities to be authorised by the national authority

• ship recycling facilities to provide an approved ‘ship recycling plan’ detailing how the ship will be recycled

• ships flying the flag of Parties to the Convention to be recycled only in authorised recycling facilities

• ship recycling facilities which are located in Parties to the Convention to recycle only ships which they are authorised to recycle.

At the Final Survey before the ship is taken out of service, the IHM will be completed for items such as operational stores and bunkers. The approved Ship Recycling Plan will then be checked against the IHM to ensure it properly reflects the information it contains.

Currently, the following Guidelines are under development (or have been completed) for the implementation of the convention:

Title Status/Target

Guidelines for the development of the Inventory of Hazardous Material Completed (MEPC.197(62))

Guidelines for safe and environmentally sound ship recycling (Facility guidelines) Under development Target – MEPC 61 (September 2011) or MEPC 62 (July 2011)

Guidelines for the development of the Ship Recycling Plan Completed (MEPC.196 (62))

Guidelines for the development of the Ship Recycling Plan (SRP guidelines) Completed (MEPC.210 (63))

Guidelines for the authorization of Ship Recycling Facilities Completed (MEPC.211 (63))

Guidelines for survey and certification Under development Target - MEPC 64 (October 2012)

Guidelines for inspection of ships Under development Target - MEPC 64 (October 2012)

Amended By: 2009 Ship Recycling Conference Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : All shipsEntry Into Force Date : 01 January 2017Background: On May 15, 2009, at a Diplomatic Conference in Hong Kong, the International Convention for the Safe and Environmentally Sound Recycling of Ships was signed by 67 member states of the International Maritime Organization (IMO). This internationally binding Convention has been adopted due to concerns about standards of ship recycling. It affects both recycling facilities and shipowners.



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The Convention will enter into force 24 months after it has been been ratified by 15 states, representing 40% of the world fleet, and with an annual ship recycling capacity of 3% of that fleet. It is hoped that this condition will be met by January 2015. As of January 2011, no state has become party to the convention.The Convention requires that, within five years of the entry into force date (or before the ship goes for recycling, if that is earlier), ships must have on board an ‘Inventory of Hazardous Materials’ (IHM). This requirement will also apply to new ships as soon as the Convention enters into force.

Implication: Shipowners:

• to provide an Inventory of Hazardous Materials for their ship.

• to inform the Flag State before a final survey takes place.

• to arrange the final survey before the ship is taken out of service for the completion of IHM for items such as operational stores and bunkers.

Recycling facilities:

• to obtain “Document of Authorization for Ship Recycling” by the competent authority of the recycling State

• to inform their authorities should they wish to recycle a ship

• to prepare a specific ‘Ship Recycling Plan’, based on the IHM which the owner provides

• to report when recycling is finished.

National authority of States with recycling facilities:

• to authorise ship recycling facilities

• to approve Ship Recycling Plans

Application:Once the Convention enters into force it will apply to all ships and MODUs, high-speed craft, FSUs/FPSOs and barges. For newbuildings it will enter into force 24 months after the ratification criteria are met. Existing ships will have up to five years after the criteria are met.

Lloyd’s Register has developed a guide to assist owners and other stakeholders through the recycling process and to explain current practices and regulations. They are available on the following Lloyd’s Register website: http://www.lr.org/sectors/marine/documents/223320-ship-recycling-practice-and-regulation-today.aspx

FOR INTERNAL USE ONLY:



©Lloyd's

Register

©Lloyd's

Register

1st July 2019Fire-safety

1.) Fire Safety Systems Code (FSS Code)FP 55 agreed to fit breathing apparatus with an audible alarm and a visual or other device which would alert the user before the volume of the air in the cylinder has been reduced to no less than 200 litres. This is the only amendment to the FSS Code agreed at FP 55 that will be applied retrospectively. (Chapter 3.2.1.2). The IEC standard reference was included; however the ISO standards were not.Amended By: Draft text approved at MSC 90 (May 2012) subject to final adoption at MSC 91 [LR ref. 219 - D 1]Relates To: EXISTING SHIPS, Ship Type : All shipsEntry Into Force Date : 01 July 2019Background: FP was carrying a comprehensive review of FSS Code chapter 3 to see the viability of including various ISO standards and also to mandate fitting a low pressure audible alarm on the fireman’s outfit breathing apparatus. In addition, a reference to the International Electrotechnical Commission (IEC) 60079 (electrical apparatus for explosive gas atmosphere) was to be included.Implication: Builders/ designers/ manufacturers: The new requirement will pose stricter approval arrangements of the breathing apparatus equipment. This may result in a small cost increase.Owners: Update training and operational procedures. In addition, training may be required for crews who have not used this BA equipment before.

Advice for Flag Administrations and Recognized Organizations: Flag and ROs to ensure the requirement is met for existing ships when the amendment enters into force.



©Lloyd's

Register

©Lloyd's

Register

1st January 9999Survey

1.) SOLAS 1974Please note that amendments to SOLAS Chapter I are subject to explicit acceptance criteria (similar to ratification criteria for new conventions, such as BWM Convention, Ship Recycling Convention, MLC Convention)., i.e., in accordance with article VIII(b)(iv) of the International Convention for the Safety of Life at Sea, 1974 and article VI(b) of the Protocol of 1988 relating to the International Convention for the Safety of Life at Sea, 1974, the amendments shall be deemed to have been accepted on the date on which they have been accepted by two-thirds of the Parties to the Protocol and shall enter into force six months after that date. As at 10 September 2010, two acceptances of the amendments had been received by IMO.

Regulation 10 - Surveys of structure, machinery and equipment of cargo shipsThe existing text of subparagraph (v) of paragraph (a) of the regulation is replaced by the following: “(v) a minimum of two inspections of the outside of the ship’s bottom during the five-year period of validity of the Cargo Ship Safety Construction Certificate or the Cargo Ship Safety Certificate, except where regulation 14(e) or 14(f) is applicable. Where regulation 14(e) or 14(f) is applicable, this five-year period may be extended to coincide with the extended period of validity of the certificate. In all cases the interval between any two such inspections shall not exceed 36 months.”

Amended By: MSC.204(81) [LR ref: 192] Relates To: EXISTING SHIPS and NEW SHIPS, Ship Type : OtherEntry Into Force Date : 01 January 9999Background: Bottom survey requirements were amended based upon the current practices by classification societies.Implication: To cargo ships that is subject to the SOLAS convention (cargo sihps (non-passenger ships) of 500 gt or over engaged on international voyages.



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Documents

ロイド レジスター グループ リミテッド（ロイド船級協会 ...Application: Seafarers working onboard (not relevant to ship type). While the requirements entered

ロイドレジスターグループリミテッド（ロイド船級協会 ...Application: Seafarers working onboard (not relevant to ship type). While the requirements entered